20th  Congress,  [Doc.  No.  125.]  Ho.  of  Heps. 

1st  Session.  War  Dept. 

NATIONAL  ROAD— WASHINGTON  TO  NEW  ORLEANS. 

 .   *    t  1     ■  - 


FROM  THE 


SECRETARY  OF  WAR, 


TRANSMITTING 


A  REPORT  OF  THE  CHIEF  ENGINEER, 


ACCOMPANIED  BT 


Report  upon  the  Reconnoissance  of  a  Route,  across  the  Cum 
beiland  Mountain,  of  the  National  Road 


CONTEMPLATED  FROM 


WASHINGTON  TO  NEW  ORLEANS, 

AND  A  MAP  OF  THE  COUNTRY  BETWEEN  THOSE  TWO  CITIESn 


January  30,  1828. 

Read,  and  laid  upon  the  table. 

February  7,  1828. 


Referred  to  the  Committee  of  the  Whole  House  to  which  is  committed  the  bill  [No.  44", 
to  regulate  the  laying  out  and  making  a  National  Road  from  the  City  of  Washington-, 
in  the  District  of  Columbia,  to  New  Orleans,  in  the  State  of  Louisiana, 


WASHINGTON  : 

='TfTVTED  BY  GALES  if  SEATOV. 

1328. 


[Doc.  No.  US.]  3 


War  Department, 

January  30,  1828* 

Sir  :  I  have  the  honor  to  transmit,  herewith,  a  report  of  the  Chie£ 
Engineer  of  this  date,  accompanied  by  a  report  upon  the  reconnoissance 
of  a  route,  across  the  Cumberland  Mountains,  of  the  National  Road 
contemplated  from  Washington  to  New  Orleans,  and  a  map  of  the 
country  between  these  two  cities,  in  compliance  with  so  much  of  the 
resolution  of  the  House  of  Representatives,  of  the  l6th  instant,  as  re- 
lates to  that  subject. 

This  report  and  map  being  originals,  it  is  respectfully  requested 
that  they  may  be  returned  to  this  Department,  after  having  served  the 
purpose  for  which  they  are  intended. 

I  have  the  honor  to  be,  sir, 

Very  respectfully, 

Your  obedient  servant, 

JAMES  BARBOUR 

Hon.  Andrew  Stevenson, 

Speaker  of  the  House  of  Representatives* 


5J1 


«N2 


\JDoc.  No.  125.] 


Engineer  Department, 

January  30,  1828. 

Sir  :  In  obedience  to  your  directions  to  furnish  the  information 
called  for  by  a  resolution  of  the  House  of  Representatives,  of  the 
16th  instant,  directing  "the  Secretary  of  War  to  communicate  to  the 
House  a  report  of  the  examination,  made  by  the  United  States'  Engi- 
neers, of  the  Muscle  Shoals,  in  Tennessee  river,  with  a  view  to  the 
practicability  of  removing  the  obstructions  to  the  navigation  thereof, 
or  of  the  construction  of  a  canal  around  the  same  ;  and,  also,  a  report 
of  the  examination,  by  the  Engineers,  of  a  branch  af  the  western 
route  of  a  National  road  from  Washington  to  New  Orleans,  through 
West  Tennessee,  North  Alabama,  and  the  States  of  Mississippi  and 
Louisiana I  have  the  honor  to  present,  herewith,  the  report  upon 
the  reconnoissance  of  a  route  across  the  Cumberland  Mountain,  of  the 
National  road  contemplated  from  Washington  to  New  Orleans,  with 
a  map  of  the  country  between  these  two  cities,  exhibiting,  not  only 
the  route  tinder  consideration,  but,  also,  those  examined  in  1825,  and 
reported  upon  in  April,  1 826.  The  report  on  the  examination  of  the 
Muscle  Shoals,  in  Tennessee  river,  is  in  progress,  and,  as  soon  as 
completed  and  received  by  this  Department,  will  be  submitted  as  di- 
rected. 

Respectfully  submitted. 

ALEX.  MACOMB, 

Maj.  Gen.  Chie  f  Eng. 

Hon.  James  Barbour,  Secretary  of  War. 


REPORT 

Upon  the  Reconnoissance  of  a  Route  across  the  Cumberland  Mountains, 
of  the  National  Road  contemplated  from  Washington  City  to  New 
Orleans* 

Washington  City, 

January  26,  1828. 

In  conformity  with  instructions  under  date  of  the  28th  of  Febru- 
ary, 1825,  the  Board  of  Internal  Improvement  reported,  in  April, 
1826,  on  three  distinct  routes  which  might  be  followed  by  a  National 
Road,  having  for  its  object  to  establish  a  communication  between 
Washington  City  and  New  Orleans.  The  present  report,  relating 
to  the  same  object,  contains,  agreeably  to  instructions  dated  March 
!2th,  1827,  the  results  of  the  reconnoissance  of  a  fourth  route  destin- 


[Doc.  No.  125.] 


ed  also  to  establish  the  contemplated  communication  between  Wash- 
ington and  New  Orleans. 

This  fourth  route  may  be  considered  as  a  deviation  of  the  western 
route  examined  in  1825,  and  crossing  the  Blue  Ridge  at  Rockfish 
Gap,  or  some  other  convenient  pass.  It  will,  indeed,  coincide  with 
this  western  route  on  a  distance  of  491  miles ;  that  is  to  say,  from 
Washington  to  Knoxville ;  but,  from  this  place  to  New  Orleans,  it 
wiH,  instead  of  continuing  through  East  Tennessee,  cross  the  Cum- 
berland Mountains,  and  strike  the  Mississippi  at  Baton  Rouge,  alter 
having  passed  by  Huntsville,  (Alabama,)  Columbus  and  Jackson, 
(Mississippi.)  From  Baton  Rouge,  (Louisiana,)  to  New  Orleans,  this 
route  will  run  along  the  left  side  of  the  Missisippi,  and  follow  the  Le- 
vee road. 

We  shall  observe  that  the  roads  and  by-roads  travelled  by  the 
Board,  are  those  which  seemed  to  *be  nearer  to  the  direction  w  hich 
was  to  be  examined  :  they  were  followed  only  with  a  view  to  keep,  as 
much  as  practicable,  within  the  route  under  consideration.  There- 
tore,  they  are  not  presented  in  this  report  as  sections  through  which 
a  road  ought  to  be  finally  and  strictly  located.  The  reconnoissance 
fit  those  roads  and  by-roads  has  been  made  only  to  furnish  the.  gene- 
ral informations  upon  which  a  comparison  could  be  made  between  the 
several  routes,  which  compete  to  fulfil  the  contemplated  national  ob- 
ject. The  final  location  of  a  road,  in  the  direction  of  the  route  select- 
ed by  Government,  ought  to  be  the  result  of  previous  accurate  sur- 
veys, and  minute  investigations  of  the  ground. 

In  order  to  condense  and  render  more  intelligible  the  details  and 
facts  relative  to  the  route  now  under  consideration,  they  have  been 
arranged  and  classed  by  means  of  an  itinerary  table  annexed  to  the 
present  report.  This  order,  which  has  also  been  used  in  the  report  re- 
lating to  the  three  routes  examined  in  1825,  besides  facilitating  the 
comparison -of  one  route  with  another,  will  present  the  facts  in  a  more 
comprehensive  form,  and  relieve  the  text  from  their  tedious  descrip- 
tion. 

This  itinerary  table  exhibits,  under  separate  heads  :  1st.  The  suc- 
cessive stations  travelled  each  day  :  2d.  The  general  course  of  the 
section  of  road  travelled  each  day  :  3d.  The  geological  formation  : 
4th.  The  face  of  the  country  :  5th,  The  nature  of  the  soil:  6th.  The 
kind  of  the  natural  products  :  7th.  The  nature  of  the  growth  of  tim- 
ber :  8th.  The  water  courses  crossed  by  the  road  :  9th.  The  length 
of  bridges  they  will  require  t  10th.  The  length  of  causeways  across 
the  valleys,  and  of  those  across  swamps  and  low  grounds :  1 1th.  The 
graduation  of  tjie  roads  travelled,  showing  how  many  miles  at  2°  and 
under;  how  many  at  3°  and  above  2* ;  how  many  at  4°  and  above  3° : 
12th.  The  designation  of  the  States  and  counties  crossed  by  the  roads 
travelled  by  the  Board  :  13th.  The  white,  colored,  and  whole  popu- 
lation of  each  county  :  14th.  The  successive  distances  from  one  sta- 
tion to  another  ;  that  from  Washington  City  to  each  station. 

We  shall  make,  upon  these  heads,  some  observations  as  to  the  ob- 
jects to  which  they  have  reference:    By  general  course,  we  mean  that 


[Doc.  No.  125.] 


1 


followed  by  the  road  in  the  main  part  of  its  whole  distance,  abstract- 
edly of  the  portions  of  it  which  deviate  from  the  general  direction. 
The  geological  formation  is  given,  in  order  to  show  the  nature  of  the 
materials  of  which  the  road  may  he  constructed  ^  and  these  materials 
are  indicated  under  the  same  heads.  When  the  route  passes  from  one 
formation  to  another,  it  has  not  been  deemed  necessary  to  fix  upon  the 
exact  line  w  here  one  formation  ceases  and  another  commences.  This 
degree  of  precision  would  have  heen  useless,  and  would  have  led  us 
into  researches  foreign  to  our  object.  The  face  of  the  country  is 
given  only  to  present  a  general  idea  of  the  facilities  or  difficulties 
which  may  occur  in  graduating  the  road.  The  nature  of  the  soil  will 
serve  to  anticipate  the  amount  of  population  which  the  country  might 
hereafter  support.  The  length  of  the  bridges  will  indicate  the  width 
of  the  water  courses  crossed  by  the  road,  and  the  length  of  the  cause- 
ways, the  breadth  of  their  respective  valleys.  It  must  be  observed 
that  the  bridges  and  causeways  referred  to  in  the  tables,  are  not,, 
identically,  those  which  will  be  established  in  consequence  of  further 
and  accurate  surveys :  nevertheless,  as  the  final  road  will  cross,  ge- 
nerally, the  same  streams  and  the  same  valleys  as  those  of  the  roadis 
followed  by  the  Board,  we  think  that  there  will  not  be  a  great  differ- 
ence between  the  total  length  of  bridges  and  causeways  on  these 
roads,  and  that  which  ulterior  surveys  will  determine.  It  must  also 
be  observed,  that  no  mention  is  made  of  those  sections  where  it  will  be- 
come necessary  to  have  the  road  thrown  up,  either  to  be  out  of  reach 
of  accidental  inundations  caused  by  rain,  or  to  keep  above  the  level  of 
ground  of  a  sinking  and  damp  nature.  The  graduation  presented  by 
the  table  belongs  to  the  roads  followed  by  the  Board.  The  popula- 
tion is  taken  from  the  census  of  J  820.  The  States  and  counties  there- 
in designated,  are  those  crossed  by  the  roads  travelled  by  the  Board. 
The  distances  have  been  computed  from  the  best  informations  which 
could  be  procured. 

The  map  annexed  to  this  report,  is  the  engraved  map  which  accon> 
panied  the  printed  report  of  April,  1826,  and  which  had  been  reduc- 
ed from  the  large  map  joined  to  the  manuscript  report.  This  civ- 
graved  map  exhibits  the  four  routes  examined  from  Washington  to 
New  Orleans.    Its  scale  is  50  miles  to  one  inch  and  a  half. 

The  western  route,  under  consideration,  on  leaving  Georgetown, 
(District  of  Columbia)  is  carried  in  the  direction  of  Rockfish  Gap — 
where  (or  at  some  other  convenient  place)  it  would  cross  the  Blue 
Ridge  ;  thence,  to  the  sources  of  the  Shenandoah.  It  proceeds,  after- 
wards, to  the  head-waters  of  the  Holston,  intersecting,  in  its  coarse, 
successively,  the  head  branches  of  James,  Roanoke,  and  Great  Kenha- 
wa  rivers.  It  follows  the  valley  of  the  Holston,  and  crosses,  at  Kings- 
ton, Clinch  river,  one  of  the  main  upper  branches  of  the  Tennessee.. 
Thence,  it  winds  through  the  Cumberland  mountains,  reaches  again 
the  Tennessee,  at  the  head  of  the  Muscle  Shoals  ;  and,  from  this  point, 
it  takes  its  course  to  Columbus,  where  it  crosses  Tombeckbee  river. 
From  Columbus  to  Baton  Rouge,  the  route  runs  on  the  summit  ground 
which  divides  the  streams  emptying  into  the  Gulf,  from  those  which 


ft  LDoc.  No.  125.  j 

are  tributary  to  the  Mississippi ;  and,  from  Baton  Rouge  to  New 
Orleans,  it  follows  the  Levee  road,  along  the  left  side  of  the  Missis- 
sippi. 

From  Washington  to  New  Orleans,  the  route  passes,  in  succession, 
on  the  following  geological  formations  : 

From  Washington  to  Rockfish  Gap,        -  Primitive,        144  miles 
Rockfish  Gap  to  Seven  Miles  ford,     Transition,  192 
Seven  Miles  ford  to  12  miles  further 

Than  Russelsville,         -  -  Secondary,  454 

12  miles  further  than  Russelsville 

to  Harris,        -  Primitive,  183§ 

Harris  to  Jackson,  -  -  Second ary,        34 h 

Jackson  to  Baton  Rouge,   -  -   Alluvial,  1621 

Baton  Rouge  to  New  Orleans,       -  Fluvial  deposite,  11 %■ 

Total  distance       .■  -  -  1,232$  miles 

From  these  geological  features,  it  may  be  inferred  that,  from  Wash- 
ington city  to  Harris,  (Mississippi)  that  is  to  say,  on  a  distance  of 
about  975?  miles,  the  country,  along  the  direction  of  the  route,  will 
afford  materials  to  make  a  substantial  road  ;  and  that,  on  the  309  re- 
maining miles,  from  Harris  to  New  Orleans,  the  country  is  deprived, 
generally,  of  any  kind  of  .  ock.  The  itinerary  table,  here  annexed, 
indicates  the  nature  of  the  materials  found  along  each  section  of  the 
route. 

This  table,  as  also  the  foregoing  statement,  shows  that  the  route  un- 
der consideration  passes,  in  succession,  over  all  kinds  of  formations  ; 
and  therefore  traverses  a  greater  variety  of  soils  than  the  eastern  and 
middle  routes,  examined  in  1825.  On  the  144  first  miles,  the  soil  is 
composed  of  clay  and  sand,  but  the  former  predominates.  Oak  and 
chesnut  arc  the  general  growth  of  timber.  On  the  succeeding  192 
miles,  the  soil  is  formed  of  strong  and  compact  limestone  clay  ;  oak 
and  hickory  predominate.  The  soil,  on  the  454  following  miles, 
is  chiefly  a  rich  limestone  clay,  of  various  colors,  red,  yellow,  white, 
and  generally  covered  with  a  very  rich  mould.  Some  tracts,  howev- 
er, arc  sandy  ;  oak,  hickory,  and  maple,  are  the  main  growth  of  trees. 
On  the  183£  succeeding  miles,  the  soil  is  composed  of  sand  and  clay, 
the  former  predominating  ;  pine  and  oak,  the  general  growth  of  tim- 
ber. The  soil,  on  the  34 h  next  miles,  is  chiefly  limestone  clay  ;  oak 
is  the  main  growth  of  trees.  On  the  162£  following  miles,  the  soil  is 
sand  and  clav — the  sandy  tracts  more  extensive  than  those  of  clay  ; 
pine  and  oak  are  the  chief  growth  of  trees,  but  pine  predominates. 
Finally,  the  soil  on  the  112  last  miles,  is  the  rich  flat  bottom  of  the 
Mississippi,  covered  with  sugar  and  cotton  plantations;  red  oak, live 
oak,  cypress,  are  the  general  growth  of  timber. 

The  face  of  the  country,  in  the  direction  of  the  route,  opposes  no 
great  obstacles  to  the  trace  of  a  road  with  a  proper  graduation  ;  and, 
-with  regard  to  this  object,  the  examination  affords  the  following  ap- 
proximate results  :  three-sixths  of  the  whole  distance  at  two  degree? 


l)oc.  125— Sig.  2. 


Jtpproximatively. 

Jlpproximalivcly. 

Quality  of  soils  traversed  by  the  route-  General 
growth  of  timber. 

Total  length  of  Bridges. 

Total  length  of  cause- 
ways. 

Gradation. 

Population. 

Distance  from  Wash- 
ington to  N-  Orleans, 
from  tlie  summary  of 
reconnoissance. 

Extent  through- 
out which  mate- 
rials can  general- 
ly be  procured. 

Extent  through- 
out which  there 
will  be  a  scarci- 
ty of  materials. 

3" 

4° 

White. 

Colored. 

Tot  a 

Eastern  Route. 

240  miles 

896  miles 

Rich  in  the  bottoms  of  the  valleys,  but 
sandy  in  the  intermediate  parts.  The 
predominating  growth  is  pine. 

Miles.  Yds. 
6  626 

Miles.  Yds. 
35  586 

Miles. 
7351 

Miles. 
2923 

Miles. 
1403 

202,430 
Probable  1 
Of  which  \ 
3°  and  i 

210,284 

istance 
at  2°  and  1 
ibove  2°. 

412,714 
nder ;  |  at 

1,169  miles 
1,136  miles 

Middle  Route. 

752  miles 

354  miles 

From  Washington  to  the  Chatahouchie 
river,  rich  in  the  valleys,  clayey  in  the 
intermediate  parts.  The  growth  is  oak. 

From  the  Chatahouchie  to  New  Orleans, 
rich  in  the  valleys,  but  sandy  in  the  in- 
termediate parts.  The  growth  is  prin- 
cipally pine. 

5  1,473 

39  356 

714 

324 

166 

262.335  |    164,632  |  426,967 
Probable  distance 
Of  which  4  at  2°,  and  under;  f  at 
3°,  and  under  2°. 

1,204  miles 
1,106  miles 

Western  Route 
lliron^li  East 
Tennessee. 

782  miles 

358  miles 

From  Washington  to  the  Cahawba  river, 
rich  in  the  valleys,  clayey  anil  good 
quality  in  the  intermediate  parts.  The 
oak  and  hickory  predominate. 

From  Cahawba  to  New  Orleans,  the  val- 
leys and  prairies  productive  ;  the  parts 
intermediary,  unproductive.  Pine  and 
oak  general  growth. 

3  953 

24  1,211 

662 

339 

1461 

204,295  |    107,899  1  312,194 
Probable  distance 
Of  which  4  at  2°,  and  under;  and  \ 
at  3°,  and  above  2°. 

1,147}  mis. 

1,140  miles 

Western  Route 
through  Witt 
Tennessee. 

973  miles 

S09  miles 

144  first  miles,  clay  and  sand  :  oak  and 
hickory. 

646  following,  rich  limestone  clay  ;  oak 
and  hickory, 

183i  do.  sand  and  clay  ;  pine  and  oak. 
34i  do.  limestone  clay  ;  oak. 
162|  do.  sand  and  clay  ;  pine  and  oak. 
1 12  last  miles,  rich  sugar  laud  ;  red  and 
live  oak  and  cypress. 

4  1,421 

17  1,086 

6831 

3731 

250,739  |    148,65.6  |  399,395 
Probable  distance 
Of  which  4  at  2",  and  under;  {  at 
3°,  and  above  2°. 

1,2821  nils. 
1,282  mile- 

Digitized  by  the  Internet  Archive 
in  2013 


http://archive.org/details/nationalroadwashOOunit 


[Doc.  No.  125.] 


9 


and  under  ;  two-sixths  at  tlrree  degrees,  and  above  two  degrees ;  one- 
sixth  at  tour  degrees,  and  above  three  degrees.  It  is  true,  that,  in 
locating  a  road  in  this  direction,  Spencer's  Hill,  (Bledsoe  county, 
Tennessee,)  and  the  Little  and  big  Bear  creeks,  (Franklin  county, 
Alabama,)  will  require  an  increase  of  distance,  in  order  to  obtain  an 
easy  graduation  ;  but,  by  means  of  accurate  surveys  and  minute  in- 
vestigations of  the  ground,  these  main  obstacles  will  be  overcome. 
The  remark  A,  placed  at  the  end  of  the  itinerary  table,  shows  that 
the  crossing  of  Spencer's  Hill  might  be  either  improved  or  partially 
avoided.  However,  taking  into  consideration  these  obstacles,  and  the 
crossing,  in  succession,  of  the  Blue  Ridge,  Chesnut's  Hill,  and  the  Cum- 
berland Mountains,  it  is  not  probable  that,  with  a  distance  of  less 
than  1,282  miles,  we  could  obtain  a  graduation  of  five-eighths  at  two 
degrees  and  under  ;  and  three-eightbs  at  three  degrees,  and  above  two 
degrees.  Therefore,  we  assume  1,282  miles  as  the  probable  distance 
of  a  road  located  in  the  direction  of  the  route  examined,  and  receiv- 
ing the  graduation  just  pointed  out. 

The  summary  results  of  the  part  of  the  itinerary  table,  which  are 
susceptible  of  being  expressed  by  figures,  are  as  follows  : 


Total  length 
of  Bridges. 

Total  length 
of 

Causeways. 

GRADUATION. 

PO  rULATIOW. 

Distance 
from  Wash- 
ing  to  New 

Orleans. 

2° 

3° 

4° 

White. 

Colored 

Total. 

Miles.  Yds. 
4  1,421 

Miles.  Yds. 
17  1,086 

Miles. 
683$ 

Miles. 
373* 

Miles. 
225* 

250,739 

148,656 

399,395 

Miles. 
1,282* 

In  order  to  facilitate  the  comparison  between  the  route  now  under 
consideration,  and  those  examined  in  1825,  we  present  here,  under 
the  form  of  a  table,  the  general  results  which  the  reconnoissance  af- 
fords in  relation  to  each  of  the  four  routes  ;  and,  from  these  results, 
we  draw  the  following  conclusions  : 

Materials. — The  Middle  and  the  Western  routes  through  East  Ten- 
nessee, are  about  equally  provided  with  materials ;  but  the  Western 
route,  through  West  Tennessee,  is  better  provided  than  either.  The 
Eastern  route  lias  the  inferiority  as  to  materials. 

Soil. — The  two  Western  routes  may  be  placed  on  the  same  footing 
as  to  soil.  However,  if  the  last  one  hundred  and  twelve  miles  of  rich 
flat  bottom  and  sugar  land,  are  taken  into  consideratisn,  the  route 
through  West  Tennessee  deserves  the  preference.  The  Middle  route 
is  inferior  to  the  Western  route  through  East  Tennessee,  but  has  the 
advantage  over  the  Eastern. 

Bridges. — The  Western  routes  will  require  less  bridging  than  the 
Middle  and  Eastern  routes  :  these  two  latter  about  the  same. 

Causewaijs. — The  Western  route,  through  West  Tennessee,  has  a 
decided  advantage  over  the  others.  The  Middle  and  Eastern  routes 
are  greatly  inferior  to  the  Western  route  through  East  Tennessee. 


10 


[Doc.  No.  125.  J 


Graduation.— It  will  be  obtained  with  less  expense  for  the  Eastern 
than  for  the  three  other  routes  ;  but  it  will  become  more  expensive  for 
the  Western  route  through  West  Tennessee,  than  for  the  Western 
route  through  East  Tennessee  :  the  Middle  has  the  advantage  over 
the  two  Western  routes. 

Population. — The  Eastern.  Middle,  and  Western  routes  through 
West  Tennessee,  do  not  differ  much  as  to  the  amount  of  population, 
which  is  about  one-fourth  greater  than  on  the  Western  route  through 
East  Tennessee.  The  ratio  between  the  white  and  colored  population 
is,  for  each  route,  about  as  follows  : 

Eastern  route  -       -       -       -  -  -  ltol 

Middle  route    -       -       -       -  -  -  3  to  2 

Western  route,  (East  Tennessee)  -  -  2  to  1 

Western  route,  (West  Tennessee)  -  -  5  to  3 

Distance, — The  length  of  the  road,  in  the  direction  of  the  Middle 
route,  will  be  less  than  on  the  other  routes  ;  and,  with  regard  to  time, 
and  under  the  same  graduation,  we  are  inclined  to  give  also  the  pre- 
ference to  the  Middle  route. 

Expense. — The  expense  of  solid  and  durable  materials  will  be 
about  the  same,  for  a  substantial  construction,  for  the  Middle  and  two 
Western  routes,  taking  into  consideration  the  greater  length  of  the 
Western  route,  through  West  Tennessee.  As  to  the  Eastern,  the  four- 
fifths  of  its  length  being  deprived  of  solid  materials,  its  construction, 
on  that  distance,  could  not  be  of  so  permanent  a  nature. 

For  bridging,  the  expense  will  be  less  for  the  two  Western  routes, 
than  for  the  Middle  and  Eastern ;  these  two  latter,  about  the  same. 

For  causeways,  the  expense  will  be  much  less  for  the  Western  route, 
through  West  Tennessee,  than  for  the  three  other  routes  \  and  less 
for  the  Western  route  through  East  Tennessee,  than  for  the  Middle 
and  Eastern  routes.  _ 

To  obtain  for  the  four  routes  the  same  graduation,  the  expense  will 
be  less  upon  the  Eastern,  than  upon  the  other  routes,  and  less  upon  the 
Middle  and  Western  route  through  East  Tennessee,  than  upon  the 
other  Western  route. 

Respecting  the  price  of  labor,  it  will  generally  be  the  same  upon 
the  Middle  and  Western  directions  ;  though,  however,  less  for  some 
sections  along  the  latter,  it  will  be  higher  along  the  Eastern. 

Such  are  the  general  aud  comparative  results,  which,  after  due  inves- 
tigation, appear  to  us  applicable  to  the  four  routes  examined.  It  re- 
mains now,  agreeably  to  our  instructions,  to  submit  the  considera- 
tions of  internal  policy,  which,  in  our  humble  opinion,  seem  to  belong 
to  these  several  routes;  and  to  perform  this  part  of  our  task  duly,  in 
reference  to  the  route  under  examination,  we  are  in  the  necessity  of  re- 
peating much  of  what  has  been  said  on  the  subject,  in  the  report  of 
1826,  here-above  mentioned. 

Commercial  Considerations. 

In  relation  to  external  commerce,  it  appears  to  us,  that  a  road  from 
AVashington  City  to  New  Orleans,  will  not  afford,  as  to  transporta- 
tion, advantages  of  material  importance  ;  for  the  road  will  cross,  ge- 


[Doc.  No.  125.] 


11 


ncrally,  all  the  main  water  courses,  through  which  are  effected  the 
operations  of  external  commerce. 

However,  it  must 'be  remarked,  that,  whilst  the  Eastern  route  cross- 
es the  water  courses,  at  the  head  of  sloop  navigation,  the  Middle 
route  intersects  them  at  the  head  of  boat  navigation  ;  therefore,  in  ei- 
ther direction,  a  road  would  accommodate  the  districts  through  which 
it  passes,  for  the  transportation  of  their  products  to  the  navigable 
streams.  Under  this  local  point  of  view,  the  external  commerce  will 
become  benefitted  to  a  certain  extent,  by  the  construction  of  the  road  in 
either  of  these  directions. 

Though  the  Western  routes  do  not  enjoy,  to  the  same  extent,  a  si- 
milar advantage,  yet  their  location  between  the  Shenandoah,  and  the 
Tennessee,  will  facilitate  the  transportation  of  products  towards  ei- 
ther of  these  rivers.  They  will  also  intersect  the  roads  made,  or  con- 
templated, to  join  the  heads  of  navigation  of  the  Great  .Kenhawa  with 
those  of  the  Roanoke,  James  River,  and  Shenandoah.  Respecting 
the  Western  route  through  West  Tennessee,  we  must  observe,  that, 
by  intersecting  the  Tennessee  at  the  head  of  the  Muscle  Shoals,  and 
touching  the  Mississippi  at  Baton  Rouge,  it  will  accommodate  the 
districts  in  the  vicinity  of  these  points,  by  facilitating  the  transporta- 
tion of  products,  to  those  navigable  streams.  It  must  be  remarked, 
that  the  crossing  point  on  the  Tennessee,  will  become  the  head  of  a 
canal,  destined  to  avoid  the  obstructions  opposed  to  the  navigation,  by 
the  Muscle  and  Colbert's  shoals. 

As  to  internal  commerce,  a  road  in  either  direction  will  greatly  pro- 
mote the  exchange  of  agricultural  and  mineral  products  ;  but  on  the 
Middle  and  both  Western  routes,  the  diversity  of  these  products  being 
greater  than  on  the  Eastern,  a  road  in  the  direction  of  the  former,  will 
contribute  more  than  in  the  direction  of  the  latter,  to  the  develop- 
ment of  internal  commerce  and  industry.  Besides,  both  Western 
routes,  and,  more  especially,  that  through  West  Tennessee,  will  greatly 
facilitate  the  commercial  intercourse  between  the  States  of  Alabama, 
Tennessee,  Maryland,  and  Pennsylvania,  at  the  season  in  which  the 
river  Ohio  is  not  navigable. 

The  Eastern  route  connects,  generally,  from  Alexandria  to  New- 
Orleans,  the  most  inland  ports  of  exportation  and  importation,  of  the 
Southern  States  ;  we  mean  the  points  where  ends  the  navigation  by 
sloops,  and  commences  the  ascending  navigation  by  boats  :  therefore, 
under  the  point  of  view  of  commercial  relations,  the  road  in  the  direc- 
tion of  the  Eastern  route,  enjoys  the  exclusive  advantage  of  facilitat- 
ing the  correspondence  between  our  inland  importing  and  exporting 
marts,  from  Portland  to  New  Orleans. 

Accommodation  of  the  Population, 

In  the  details  presented  by  the  itinerary  tables,  annexed  to  this  re- 
port, and  to  that  of  1826,  mention  is  made  of  the  population,  only  for 
the  counties  traversed  by  each  of  the  routes  examined.  We  must  now 
take  into  view  the  population  of  the  States,  which  will  he  directly  ac- 
commodated. 


12 


[Doc.  No.  125.] 


The  States  traversed,  and  directly  accommodated  by  the  Eastern 
and  Middle  routes,  will  be 

Virginia ;      the  population  of  which  is  1,065,366  census  of  1820. 

NorthtCarolina,               do.  638.829  do. 

South  Carolina,               do.  502,741  do. 

Georgia,                         do.  340,989  do. 

Alabama,                      do.  127,901  do. 


2,675,826 


The  States  directly  accommodated  by  the  Western  route,  through 
East  Tennessee,  will  be 

Virginia,  1,065,366 
Tennessee,  422,813 
Alabama,  127,901 


1,616,080 


It  must  be  remarked  that  this  route  is  central,  with  respect  to  Vir- 
ginia and  Alabama,  but  not  to  Tennessee. 

The  States  directly  accommodated  by  the  Western  route,  through 
West  Tennessee,  will  be 

Virginia,  1,065,566 
Tennessee,  422,813 
Alabama,  127,901 
Mississippi,  75,448 
Louisiana*  153,407 


1,844,935 


We  must  observe,  that,  Alabama  arid  Louisiana  excepted,  all  these 
States  are  traversed  through  the  middle  by  this  Western  route ; 
which,  besides,  will  branch  at  Russelville,  (Alabama,)  with  the  con- 
templated road,  through  the  States  of  Ohio,  Kentucky,  and  Tennes- 
see, from  Zanesville,  (Ohio,)  to  Florence,  Tuscumbia,  and  Russel- 
ville. 

From  the  above  statements,  we  may  infer  that  the  Eastern  and  Mid- 
dle routes,  will,  in  the  present  state  of  things,  accommodate  a  greater 
population,  than  either  of  the  Western  routes. 

But,  if  we  are  permitted  to  anticipate  the  rapid  increase  of  popu- 
lation, which  a  variety  of  rich  soils  seems  to  ensure  to  several  exten- 
sive districts  of  country,  followed  by  the  Western  routes,  we  may 
perhaps  hazard  the  conclusion,  that  the  advantage  now  enjoyed  by  the 
Eastern  and  Middle  routes,  will,  in  time,  gradually  diminish. 

Political  Considerations* 

The  political  advantages  to  be  derived  from  a  national  road,  may 
be  reduced  to  two  :  to  render  the  population  more  compact,  by  short- 
ening, as  to  time  and  distance,  the  means  of  communication  ;  to  facili- 
tate the  operations  of  Government. 


[Doc.  No.  125.] 


13 


Taking  into  view  the  nature  of  our  institutions,  and  the  vast  extent 
of  territory  over  which  our  increasing  population  is  constantly 
spreading,  no  country  calls  more  than  our  own,  for  numerous  and  easy 
communications.  Upon  them  depend,  not  only  the  facilities  for  com- 
mercial intercourse,  but,  also,  the  preservation,  improvement,  and 
equal  diffusion  of  civilization. 

Our  political  system  of  confederate  sovereignties,  obviates  to  the 
difficulties  and  dangers,  which  would  arise  out  of  a  single  National 
Government ;  but  any  thing  calculated  to  facilitate  the  intercourse  be- 
tween the  several  States,  may  be  considered  as  the  complement  of  the 
system.  If  common  interest  and  reciprocal  advantages,  are  the 
strongest  bonds  of  union,  between  the  individual  members  of  a  Con- 
federation, yet  natural  obstacles  and  distances,  might,  in  progress  of 
time,  give  rise  to  ideas  of  national  individuality.  Roads  and  Canals 
are  strong  preventives  against  such  a  danger;  thus,  do  we  see,  that 
they  are  amongst  the  most  effectual  means,  to  which  wise  and  provi- 
dent Governments  have  resorted,  not  only  to  render  their  population 
more  efficient,  but,  also,  to  win  the  affection  of  those  which  either 
treaties  or  conquests  had  placed  under  their  laws. 

It  is  to  be  observed,  that,  as  we  progress  towards  the  South,  our 
population  becomes  less  dense  and  compact ;  and,  at  this  day,  a  vast 
extent  of  territory,  thinly  inhabited,  separates  the  Southern  States 
from  those  upon  the  Gulf  of  Mexico.  A  road  from  Washington  City 
to  New  Orleans,  in  either  of  the  directions  pointed  out,  would  partly 
remedy  that  state  of  things,  hy  promoting,  along  its  course,  numerous 
and  valuable  settlements,  and  by  receiving  lateral  embranchments. 

As  to  a  more  effectual  connexion  between  the  sections  of  country 
which  are  separated  by  natural  obstacles,  both  Western  routes  enjoy 
the  great  advantage,  not  only  to  cross  the  Alleghany,  but,  also,  to  ef- 
fect this  passage  through  the  middle  of  Virginia ;  the  territory  of 
which,  lying  on  both  sides  of  the  chain,  is  a  common  link  between  the 
Middle,  Western,  and  Southern  States. 

Under  the  point  of  view  of  the  administration  of  Government,  the 
Eastern  route  possesses  the  great  advantage  of  passing  through  the 
centres  of  legislative  and  executive  transactions  of  the  Southern  States. 
It  will,  therefore,  in  ordinary  times,  facilitate  the  transmission  of  in- 
formation between  the  General  and  State  Governments;  and,  in  time 
of  emergency,  it  will  aid  in  the  concert  of  designs  and  co-operation, 
necessary  to  meet  the  exigencies.  This  advantage  belongs  exclusive- 
ly to  the  Eastern  route ;  though  partially  enjoyed  by  the  Western 
route  through  West  Tennessee,  on  account  of  its  passing  within  rea- 
sonable distances  from  the  capitals  of  Tennessee,  Alabama,  and  through 
that  of  the  State  of  Mississippi. 

Mlitary  Considerations. 

A  national  road  from  Washington  City  to  New-Orleans,  will  afford 
facilities  for  a  prompt  concentration  of  forces,  in  case  of  internal  dis- 
turbances, and  for  the  marching  of  troops  and  despatching  of  muni- 
ions  in  case  of  foreign  invasion.  Under  these  points  of  view,  it 
seems  to  us  that  it  ought  to  be  chiefly  towards  the  States  upon  the 


14 


[Doc.  No.  125.] 


Gulf  of  Mexico,  that  the  fulfilment  of  such  purposes  should  he  dimm- 
ed. Indeed,  the  States. upon  the  Atlantic,  compared,  in  point  of  situ- 
ation, to  those  upon  the  Gulf  of  Mexico,  are  more  contiguous  to  each 
other,  and  nearer  to  the  seat  of  Government,  and  to  our  main  Military 
and  Naval  establishments;  they  are  also  nearer  to  the  "districts  of 
country  now  possessed  of  a  dense  population.  As  to  the  States  upon 
the  Gulf,  their  vicinity  to  the  West  India  Islands;  the  comparative  in- 
considerable forces  of  their  own,  which  they  are  able  to  concentrate  in 
a  given  time ;  the  kind  of  population  they  must  watch  closely  at  home  ; 
their  remoteness  from  the  inland  States  on  which  they  depend  for  as- 
sistance ;  and,  finally,  the  great  importance  of  their  preservation,  as 
possessing  the  main  outlets  of  our  Western  regions,  are  as  many  strong 
motives  to  direct,  more  particularly,  towards  the  security  of  these 
States,  the  military  advantages  to  be  derived  from  the  national  road 
under  consideration. 

Under  such  an  impression,  we  must  observe  that  Tennessee  and 
Kentucky,  having,  as  inland  States,  no  frontier  of  their  own  to  defend, 
are  more  disposable  than  ttiose  of  South  Carolina  and  Georgia  to 
lend  a  prompt  and  efficient  assistance,  in  case  of  sudden  emergency, 
to  the  States  of  Alabama,  Louisiana,  and  to  our  Naval  establishment 
at  Pensacola.  We  must  also  take  into  view,  that,  owing  to  commer- 
cial intercourse,  the  Western  States  generally  are  more  vitally  con- 
cerned than  the  Southern  Spates  on  the  Atlantic,  in  the  defence  of 
our  maritime  frontier  on  the -Gulf  of  Mexico.  We  are,  therefore,  led 
to  believe,  that,  in  a  military  point  of  view,  either  of  the  Western 
routes  will  fulfil  more  important  requisites  than  the  Middle  or  East- 
ern route. 

.Respecting  the  two  Western  routes,  that  through  West  Tennessee 
will,  morn  than  the.  other,  facilitate  the  concentration  of  troops  march- 
ing from  those  inland  States  from  which  is  to  be  expected  an  imme- 
diate assistance.  Besides,  striking  the  Mississippi  at  Baton  Rouge, 
-this  Western  route  reaches,  at  a  convenient  distance  from  the  field  of 
action,  our  Military  depot  on  that  frontier,  and  the  position  at  the 
head  of  the  delta  of  the  Mississippi.  The  Western  route  through 
East  Tennesssee  does  not  enjoy  similar  military  advantages,  and  its 
crossing  the  Lake  Pontchartrain  cannot  be  considered  as  exempt  from 
some  inconvenience,  in  regard  to  the  defence  of  New  Orleans.  How- 
ever, this  route  intersects  Pearl  river  not  far  below  New  Columbia, 
(Mississippi)  a  position  which  is  central  in  relation  to  Baton  Rouge, 
New  Orleans,  Mobile,  and, we  might  add,  Pensacola;  therefore,  these 
three  last  points  will  be  more  equally  distant  from  succours  by 
this  route,  than  they  would  if  the  route  had  its  direction  to  Baton 
Houge.  \ 

Transportation  of  the  Mail. , 

In  order  that  a  national  road  from  Washington  to  New  Orleans 
should  procure  to  the  transportation  of  the  mail  the  greatest  advan- 
tages, it  does  not  suffice  that  it  should  be  travelled  over  in  the  shortest 
time,  and  at  the  least  possible  expense;  but  it  must  also  accommo- 
date, laterally  to  its  direction,  the  greatest  extent  possible  of  territo- 
ry.   L  u'Jgr  this  point  of  view,  if  the  Western  routes  are  not  as  ecu 


[Doc.  No.  125.] 


15 


tral  as  the  ethers,  in  relation  to  the  States  they  traverse,  they  have 
the  advantage  to  be  more  central  in  regard  to  the  States  taken  to- 
gether, and  comprehended  between  the  Atlantic  on  the  East,  and  the 
Ohio  and  Mississippi  on  the  West. 

As  to  the  time  necessary  to  perform  the  journey  from  Washington 
to  New  Orleans,  we  have  already  expressed  that  we  were  inclined  to« 
give  the  preference  to  the  Middle  route. 

Respecting  the  expenses  of  transportation,  they  w  ill  be  greater  for 
the  Eastern  than  for  the  Middle ;  and  less  for  the  two  Western  routes 
than  for  the  Middle,  if  we  do  not  take  into  consideration  the  excess 
of  length  of  the  Western  route  through  West  Tennessee.  But,  as  stuck? 
an  excess  will  increase  the  expenses,  the  Middle  and  Western  routes 
through  East  Tennessee  have  the  advantage  over  the  others,  and  the 
latter  deserves  the  preference,  more  especially  as  to  the  cheapness  of 
horses  and  forage. 

As  to  travellers,  they  will  be  better  and  more  cheaply  accommo- 
dated upon  the  Middle  and  Western  routes  than  upon  the  Eastern. 

It  is  proper  to  remark  in  favor  of  the  Western  route  through  East 
Tennessee,  that  it  passes  not  far  belowr  New  Columbia,  (Mississippi) 
which,  as  a  distributing  office,  is  most  conveniently  located  in  rela- 
tion to  Natchez,  St.  Francisville,  Baton  Rouge,  New  Orleans,  Mo- 
bile, and  even  Pensacola. 

Such  are  the  main  considerations  of  internal  policy,  which  appear 
to  us  to  be  applicable  to  a  National  Road  from  Washington  to  New 
Orleans,  and  which  might  have  weight  in  the  selection  of  one  of  the 
routes  investigated.    We  beg  leave  to  present  here  their  summary  : 

Commerce. — The  Eastern  route  will  enjoy  the  exclusive  advantage 
of  facilitating  the  commercial  correspondence  between  our  inland  ex- 
porting and  importing  marts.  The  Middle  and  Western  routes  will 
contribute  more  than  the  Eastern,  to  the  development  of  internal  com- 
merce  and  industry. 

•Accommodation  of  Population, — The  Eastern  and  Middle  routes 
will,  in  the  present  state  of  things,  accommodate  a  greater  population 
than  the  two  Western  routes  ;  but  taking  into  view,  and  by  anticipation, 
the  increase  of  population,  the  four  routes  ought,  perhaps,  to  be  placed 
on  the  same  footing. 

Political  considerations. — The  Eastern  route  has  the  advantage  to 
pass  by  the  Seats  of  Government  of  Ihe  Southern  States ;  the  West- 
ern routes,  by  crossing  the  chain  of  mountains  which  separates  the 
Western  from  the  Southern  States,  will  afford  an  important  connexion 
between  those  States. 

War. — Through  either  Western  routes,,  greater  and  more  immedi- 
ate assistance  will  be  afforded,  in  times  of  emergency,  to  our  maritime 
frontier  on  the  Gulf,  than  through  the  other  routes.  In  relation  to  the 
defence  of  Louisiana  only,  the  Western  route  through  West  Tennessee 
is  entitled  to  preference  ;  but,  in  reference  to  the  defence  of  the  sea- 
board from  Pensacola  to  the  outlets  of  the  Mississippi,  the  Western 
route  through  East  Tennessee  is  more  eligible. 

Transportation  of  the  Mail — As  to  time,  we  are  inclined  to  believe 
that  the  Middle  route  has  the  advantage  over  the  others:  as  to  ex- 


16 


[Doc.  No.  125.] 


pense,  it  will  be  less  upon  the  Middle,  and  more  especially,  upon  tht 
Western  route  through  East  Tennessee,  than  upon  the  others. 

Having  thus  investigated,  to  the  best  of  our  abilities,  the  points 
upon  which,  in  our  opinion,  might  rest  the  selection  of  the  most  suita- 
ble route  for  a  National  Road  from  Washington  City  to  New  Orleans, 
it  would  remain,  in  strict  conformity  to  our  instructions,  to  recom- 
mend which  of  the  routes  ought  to  be  preferred.  But,  if  certain  ad- 
vantages pointed  out  in  this  report  can  be  expressed  by  figures  to 
help  in  the  comparison,  yet  the  others,  being  of  a  moral  kind,  arc 
-susceptible  of  receiving,  individually,  unequal  weight  from  different 
minds;  and  if  to  this  difficulty  is  added  that  of  comparing  moral  with 
physical  advantages,  we  must  candidly  acknowledge  that  we  cannot, 
without  presumption,  attempt  to  draw  a  conclusion  as  to  the  route 
which  is  entitled  to  the  preference. 

We  shall,  however,  beg  leave  to  remark  that  the  difficulty  of  mak- 
ing a  choice  arises  from  a  diversity  of  important  advantages,  many 
of  which  belong  exclusively  to  one  of  the  routes  ;  and  hence  the  im- 
possibility to  find  a  route  which  could  be  possessed, .  collectively,  of 
all  the  advantages  presented,  separately,  by  the  others.  Were  the 
object  to  be  limited  to  a  connexion  of  Washington  with  New  Orleans, 
and  to  the  accommodation  alone  of  these  two  cities,  one  Single  road 
then  would  suffice.  But,  were  the  object  directed  towards  a  general 
system  of  roads  through  the  Union,  it  would  becotne  necessary  to  ful- 
fil the  main  requisites  expected  from  such  a  system.  The  foregoing 
investigations  siiow  positively  that  one  road  could  not  alone,  in  relation 
to  the  extensive  region  of  country  between  the  Gulf  of  Mexico  and  the 
Chesapeake,  accomplish  all  the  national  purposes  to  be  attained. 
Two  roads,  then,  would  become  indispensable  :  one  on  the  eastern, 
the  other  on  the  western  side  of  the  chain  of  mountains ;  and,  by 
adopting  for  each  of  them  the  mode  of  construction  suitable  to  its  pe- 
culiar object,  the  expense  would  likely  prove  inconsiderable,  when 
compared  to  the  many  valuable  advantages  which  would  result  from 
having  two  roads  from  the  Seat  of  the  General  Government  to  New- 
Orleans,  or  rather  from  the  C  hesapeake  to  the  Gulf  of  Mexico. 

We  close  up  this  report  by  referring  to  the  report  made  in  April, 
1826,  for  the  suggestions  submitted  in  relation  to  the  ultimate  sur- 
veys of  the  road  adopted,  to  its  mode  of  construction,  and  to  its  re- 
pairs ;  and  by  asking  leave  to  insist  again  on  the  expediency  of  not 
undertaking,  in  a  regular  order  of  succession,  the  several  sections  of 
the  road,  but  to  commence,  at  first,  the  execution  of  those  parts  which, 
in  the  present  state  of  tilings,  oppose  the  greatest  obstacles  to  trans- 
portation :  such  as  the  crossing  of  streams,  of  flat  bottoms,  and  of 
swamps,  the  steep  ascents  and  descents,  and  any  other  parts  offering 
serious  impediments. 

All  which  is  very  respectfully  submitted. 

BERNARD,  Brig.  Qai. 
Member  of  the  Board  of  Internal  Improvement* 

WILLIAM  TELL  POUSS1N, 
Capt.  Top.  Eng.  Assistant  to  the  Boara\ 


Doc.  125— Sig.  4. 


WESTERN  ROUTE,  across  the  Cumberland  Mountains,  of  a  contemplated  Road  from  Washington  City  to  New  Orleans. 


SUCCESSIVE  STANDS. 


From  IPemhiugton  City 
to  Fairfax  Court* 
Jjsmse,  or  Providence. 


From  Fairfax  to  War- 
renton,  through  Cen- 
treviUe,  BuMemd, 
JWfW  Baltimore. 


From  IFarrtnttm,  (in 
the  direction  of  Sock' 
Fish  Oopt)  to  Mr. 
Birlmrd'e. 

From  Mr.  Uiclnird's 
to  it.  J.  r nit's. 


From  Toll's  to  llar- 


Fram  Varton't  to  DeU 
Maupan't. 


From  Maupan's  to 
BlackU  Tavern,  Hock 
Fixli  (lap. 


From  BlaeKt  Tavern 
to  Lexington. 


General  courses.  ]       Gcnlngir.il  formation. 


W.  0fS.  W. 


W.  of  S.  W, 


s.  w. 


s.  w. 


s.  \v. 


s.  w. 


s.  w. 


W.  of  s. 


Primitive. 

QllBrtZ  Bnll  gravels  of 
good  size  in  abun- 
dance.     It  I  (if  slatr, 

liable  i<>  decompose. 

PrimUivk 
Quart/.,    iron  sand- 
Btono  in  abundance. 

Dark  rod  clay  liable 
iii  do  omposCi  Red 
claj  from  New  Bal- 
timore to  Warrenton, 
The  ground  stun] 
Iii  in. 

Primitive. 
Primitive  nicks  and 
blue  slate  in  abun- 
dance. 

Primitive. 

Red  sand  stone.  v\ liitc 

flint  stone,  some  slate 
rocks. 

Primitive. 
lied  sand  stone,  white 
Hint.  some  gravel  on 
tlie  side  of  tlic  hills. 

Primitive. 
Red  sand  stone,  some 
granite,  white  Hint 
or  quartfc,  in  great 

ahiinilance, gravel  Oil 
the  side  of  the  kills. 

Primitive. 
On  the  eastern  tide  of 
Blue  Ridge,  gi'anite 

and  red  sand  stone  : 

on  the  western  side 

lime  stone  Dlakit!  it-; 

appearance  :  black 
a. id  grey  Hint  stones. 


Transition. 
Limestone,  fragihcnts 
of  red  sand  stone, 
gravel. 


General  face  of  the  country. 


NHtnre  of  the  soil. 


Mam  growth  of 
timber. 


Rolling.  The  .road 
crooked. 


Generally  hilly.  The 
last  six  miles  very 
much  broken.  The 
I'oad  IV  ui  t  nrfax  to 
New  Baltimore!  (24 
miles.)  is  a  turnpike, 
out  of  which  1  7  miles 
arc  of  bad  construc- 
tion; i  miles  of  good 
construction. 

Hilly. 


Ililly  and  much  bro- 
ken immediately  on 
the  banks  of  the 
Oourdwinc  river. 

Ililly  and  broken  on 
the  bank  of  the 
streams.  The  road 
crooked  &  following 

chiefly  by-roads. 
Hilly  on  the  12  first 
miles  :  much  broken 
on  the  !)  last  miles. 


Hilly.  The  ascent  on 
the  eastern  side  of  the 
Blue  Ridge,  from  the 
loot  to  the  top,  is  2} 
miles;  the  descent  on 
the  w  estern  side,  from 
the  top  to  the  loot.  1 
mile.  This  portion  of 
road  crosses  the  Blue 
Ridge  at  Rocklish 
Gap. 

Hilly  and  broken  im- 
mediately on  the 
hanks  of  streams. 


Sandy  and  subject  to 
washing. 


Clay  mixed  with  sand, 
much  exhausted.  Ex- 
tensively cleared  and 
well  cultivated. 


Generally  clay.  Very 
rocky. 


Clay  and  sand  of  good 
quality,  but  mostly 
exhausted. The  coun- 
try extensively  clear- 
ed. 

Sand  and  clay,  with 
intervening  strips  of 
red  clay.  Much 
cleared  ;  well  culti- 
vated. 

Clay  and  sand,  with 
intervening  strips  of 
red  clay.  Good  soil  in 
the  bottom  of  the  val- 
ley s.  Thickly  inha- 
bited. 

On  the  eastern  side  of 
the  Blue  Ridge,  clay 
and  sand  of  indiffer- 
ent quality  ;  on  the 
western  side,  chiefly 
hard  clay. 


Clay,  tough  and  ad- 
hesive when  wet;  ve- 
ry hard  when  dry. 
The  country  thickly 
inhabited. 


Grain. 


Grain. 


Grain;  clear- 
ed anil  well 
settled. 

Grain. 


Grain. 


Corn,  tobac- 
co, some  cot- 
ton for  home 
consumption. 


Grain  and  to- 
bacco on  the 
eastern  side ; 
grain  on  the 
western  side 


Grain  :  some 
tobacco. 


Oak,  chesuut 
of  small  size, 
sonic  pines,  a 
f  w  persim 
mens. 

Oak,  chesuut. 
a  few  pines 


Streams  crossed  by  the  road. 


Lengths  of  the 
bridges. 


Oak.  pine, 
some  cbes- 
nut. 

Oak.  hicko- 
ry, chesuut, 
pine. 


Oak,  ches- 
uut, pine. 


Oak,  ches- 
nut,  pine. 


Oak,  ches- 
uut, pine,  on 
the  eastern 
side;  oak  on 
the  western 
side. 


Oak.chesnut, 
bicknrv. 


Yards. 

Potomac  river, 

(at 

GOO 

Georgetown'1 

Block  run  - 

* 

12 

Cub  run 

30 

Bull  run 

35 

Broad  run  - 

20 

A  branch  of  Cedar  run 

8 

Rappahannock  river 


Gourdwine  river 


Crooked  run 
Robertson  river 
Rapid  Ann  river 


Great  creek  - 
North  fork  of  Rivan- 

na  river 
Buck  Mountain  creek 
Ward's  creek 
Moman's  ercek 
Beaver  run  - 
Stockton's    run,  (a 

branch  of  Meekum's 

river 

South  branch  of  She- 
nandoah river 


A  branch  of  the  South 
river  of  the  Shenan- 
doah 

Head  w  ater  of  ditto  - 
A  branch  of  the  South 

fork  of  James  riv  er 
Another  branch  of  do. 
A   branch  of  north 

fork  of  James  river  - 
The  same  branch  again 
North  branch  of  James 

river         -  k 


Lengths  of  the 
cause  rays. 


B  J 


100  100 


40") 

50  I 160 
70  J 


40_ 


^  56 


>.160 


100  J 


None. 


None. 


None. 


None. 


None. 


None. 


800  yds, 


None. 


Miles. 

5 


84 


Miles 

3 


2} 


Si 


VIRGINIA. 

Fairfax  - 

Prince  William 
Fauquier  - 


Culpepper 


Madison 


Orange 

Albemarle 
Augusta  - 


Population. 


Colored. 


0.224 


4,761 


Rockbridge 


11,136 


3,800 


5,219 

8,715 
12,963 


?,1S0 

4,658 
11,674 


9,038 


9,808 


4,690 


:,694 


11,035 

3,779 


11,404 


9,419 


23,103 


Front  the  tat- 
tcr  stand. 


From  Wash 
ington  Cit\ 


Miles. 
15 


Mile 
15 


2,907 


20,944 


8,490 


12,913 

19,750 
16,742 


11,945 


51 


9? 


118 


144 


175 


~is — r 


Doc.  JVo.  125.— Sig.  5 


WESTERN  ROUTE— Continued. 


SUCCESSIVE  STANDS 

General  courses. 

theological  formation. 

General  face  of  the  country. 

Nature  of  the  soil. 

Products. 

Main  growth  of 
timber. 

Streams  erased  by  the  road. 

Lengths  of  the 
bridges. 

Lengths  of  the 
causeways. 

Graduation  at 

Counties. 

Population. 



Distances. 

2° 

3° 

4° 



(Colored. 

From  the  lat- 
ter stand. 

From  Wash 
ington  City. 

VIRGINIA. 

From  Lexington  to 
I'aUonsburg. 

s.  w. 

Transition. 
Fragments  of  lime- 
stone, and  sandstone 
impregnated  Willi 
iron;  black  flintlocks. 

Hilly,  hot  moderately, 
except  three  miles, 
^ai  rjnnaio  t  mih. 
which  are  much  bro- 
ken.   The  road  is 
much  crooked. 

Limestone  clay ; 
tough   and  adhesive 

■  -  1  I'M  ivnt*  vppv  ],  irtl 
>i  Ill-It    »  i  u     'VI  >  iiaiu 

when  dry. 

Grain  and  to- 
bacco. 

Oak,  poplar, 
hickory,  ches- 
nut,  some  ce- 
dars. 

Buffalo  Creek 
A  branch  of  Purgato- 
ry creek 
Purgatory  creek 

Yards. 

nn 

J»  85 

15  J 

Yards. 

None. 

Miles. 
12 

Miles. 
8 

Miles. 

5 

Botetourt 

10,493 

3,096 

13,589 

Miles. 
25 

Miles 
200 

From  Paltonsburg  to 
Hultm. 

S.W.  14  nis. 
S.  B,  W.  of 
S.W.  10  ins. 

Transition. 
Fragments  of  lime- 
stone and  sandstone, 
strongly  impregnated 
with  iron. 

Kolliug. — The  road 
is  very  crooked. 

Limestone  clay ; 
tough    and  adhesive 
when  wet,  very  hard 
when  dry.    Sandy  on 
four  miles  from  CIo- 
verdale. 

Grain, hemp, 
flax,  tobacco 

in  email  i  li'in. 

■  11  r>1II<lll  UUilll 

tity,livc  stock. 

Oak,  walnut, 
hickory,  lo- 
cust, some 
pines. 

James  river 
Mills  creek 
"T  inker  creek  - 
Curvin's  creek 
Peter's  creek  - 
Madison's  creek 

129" 

30 
15 
12 
12 
20, 

^•209 

- 

None. 

19 

8 

3 

30 

230 

From  Salem  to  John 
May's  Inn. 

s.  w. 

Transition. 
Fragments  ol  lime- 
stone and  sandstone, 
strongly  impregnated 
witli  iron.  Gravel. 

Pretty  level.— The 
road  very  crooked. 

Limestone  clay ; 
tough  and  adhesive 
when  wet,  very  hard 
when  dry. 

Grain.hcmp, 

llil\t  totlllCCO 

in  small  quan- 
tity, live  stock. 

Oak,  walnut, 
hickory,  lo- 
cust, some 
pines. 

Roanoke  river 
South  Fork  do.  cross- 
ed twice  - 

20" 
40, 

.  60 

81 

4 

li 

14 

244 

From  John  May's  to 
English  Ferry,  on 
the  Great  k'enhatva. 

s.  w. 

Transition. 
Fragments  of  lime- 
stone  and  sandstone, 
strongly  impregnated 
with  iron.  Gravels  of 
large  size. 

Hilly. — This  portion 
of  road  commences  to 
ascend  the  ridge  divid- 
ing the  Kenhawa  from 
Roanoke  river. 

Limestone  clay,  mix- 
ed with  sand  ;  the 
ground  is  hard  and 
compact. 

Grain.hcmp, 
flax,  tobacco 
in  small  quan- 
tity,livc  stock. 

Oak,  hickory, 
pine. 

Roanoke  river 
Great  Kenhawa 

20" 
240, 

'260 

60 

10 

10 

4 

Montgomery  - 

7,447 

1,286 

8,733 

24 

268 

h'rom  Knglislt  Ferry  to 
Jas.  Mctlirock's  inn. 

s.  w. 

Transition. 
Fragments  of  lime- 
stone in  greater  quan- 
tity than  before.  Frag- 
ments  of  sand  stone. 
All  these  rocks  im- 
pregnated with  iron. 

Gravels  of  good  size. 

Hilly  and  broken, 
the  road  is  crooked. 

Limestone  clay,  mix- 
ed with  sand. 

Grain. hemp, 
flax,  tobacco 
in  small  quan- 
tity. The 
country  well 
settled. 

Oak,  hickory, 
pine. 

Peak  creek 
Max's  creek 
Pine  run  ... 
Reed  creek  * 

20^ 
10 
8 
70. 

►  108 

None. 

12 

■I 

84 

4* 

Wythe 

8,1 1 1 

1,781 

9,892 

25 

293 

From  Mcll inch's  to  .V. 
Mkin's. 

From  Jldkin'.i  to  Seven 
Miles  Ford. 

W.  of  S.  W. 

Transition. 
Limestone  in  abun- 

Hilly; in  some  places 
rolling. 

Chiefly  rolling.  The 
road  very  crooked. 

Limestone  clay,  mix- 
ed with  sand  ;  ground 
bard  and  compact;  the 
country  thickly  set- 
tled. 

Mould  of  good  qual- 
ity, mixed  with  red 
and  yellow  clay. 

Grain.hcmp. 
flax,  tobacco 
in  small  quan- 
tity. 

Grain,  live 
stock;  salt,  in 

abundance ; 
saltpetre  and 
inarl,in  great 

quantity. 

Oak,  hickory, 
pine. 

Oak,  maple, 
black  walnut, 

butternut, 
hickory,  pop- 
lar. 

Reed  creek 

Reed  creek 

S.  Fork  of  Reed  creek 

Do.  again 

Mid.  F'kof  Holston  R. 
Same  fork  cross'd  ag'n 
Sameforkcross'd  ag'n 
Middle  Fork  of  Hol- 

ton  river 
no.  again 
Ho.  again  - 
Do.  again 
Slaty  creek 
Rock  creek 

4(y- 

50 

14 

10 

5 

29 

322 

W.  of  S.  W. 

dance.  Gravel  of  large 
size.  Iron  impregnat- 
ed in  all  the  rocks. 

Transition, 
Limestone  rocks  in 
abundance.  Great  <loal 
of  gravel  of  large  size. 

10 
10 
10 

}- 

12 
12 
15 

il 

.... 

>  70 

None. 

8 

4 

2 

Washington  - 

10,393 

2,151 

12,544 

14 

336 

From  Seven  Miles  Ford 
to  Jibingdon. 

w. 

Secondary. 
Limestone  rocks  in 

great    Abundance — 

some  gravels  of  large 
size. 

Rolling. — The  road 
very  crooked. 

Limestone  clay,  with 
mould  of  good  quali- 
ty. The  ground  hard 
ill  dry  weather,  soft 
in  wet  weather. 

Grain,  live 
stock. 

Oak,  maple, 
black  walnut, 

butternut, 
hickory,  pop- 
lar. 

Brook  Hull  creek  - 
Greenwy  creek 
Wolf  hill  creek 

»] 

.  16 

None. 

11 

9 

• 

• 

22 

358 

SUCCESSIVE  STANDS 


From  Minglou  to 
lllimnt.svillr. 

To  the  limit  Yard,  at 
thr  Forks  of  Holiton 
River,  there  are  Hirer 
roads  i  Ilcrtl  C.  Road, 
SOi  miles,  Island 
llund,  39T'f  miles, 
Rtountsritle  Road. 


From  Blountsville 
n'itltno  llords'. 


From  Widow  /lord's  to 
fled  Jlridge  post  of- 
fice. 


From  Red  Bridge  post 
office  to  Jurnagin's. 


From    Jimagin's  to 
ICnoxville. 


s.  w. 


wenenu  isce  of  the  country. 


w. 


W.  of  s.  w. 


W.  of  S.  W. 


W.  ofS.  W., 
tlicn  S.W.; 
the  live  hist 
miles  S. 


Secondary, 
Limestone  rocks  in 
abundance ;  small 
gravel. 


Secondary, 
Limestone  rocks,  and 
small  gravels. 


Secondary. 
Limestone  rocks  and 
marble. 


Secondary. 
Limestone  rocks,  hard 
blue  slate,  small 
gravels. 


Secondary, 
Limestone  rocks,  hard 
blue  slate,  small 
gravel ;  coal,  of  ex- 
cellent quality.near 
Knoxvillc. 


Rolling.  The 
pretty  direct. 


road 


Broken  on  the  13  Brst 
miles  ;  the  13  last 
miles  waving.  The 
road  is  much  crook- 
ed, anil  it  crosses  the 
Chcsnut  Ridge. 


Hilly  and  broken ;  the 
road  crooked. 


Level.  The  road  pret- 
ty direct.  At  Bean's 
Station.  20J  miles 
from  Red  Bridge, 
the  road  is  crossed  by 
that  of  Ohio  and  Ken- 
tucky, leading  to  N- 

*    .U  olio. |. 

Waving  on  the  15 
first  miles :  hilly 
and  broken  on  the 
8  last  miles. 


Nature  of  the  Boil 


Main  growth  ot 
Timber. 


Oiik-laml :  limestone 
clay,  mould  of  good 
quality. 


Clay  and  mould  of 
good  quality,  before 
crossing  the  ridge  ; 
sand,  mixed  with 
fine  gravel,  after 
crossing  the  ridge. 
The  bottom  of  the 
Holston,  rich  black 
mould. 
Chiefly  limestone  clay, 
with  a  coat  of  mould 
of  good  quality.  The 
country  well  settled. 


Red  clay,  with  a  coat 
of  good  mould.  Thick- 
ly settled. 


Red  clay,  covered  with 
some  mould. 


Grain,  live 
stock. 


Grain. 


Grain,  maple 
sugar,  live 
stock. 


Grain,  cotton 
for  home 
consump- 
tion, horses. 


Oak,  hicko- 
ry, poplar, 
chcsnut. 
some  cher- 
ry trees  and 
pines. 


Oak,  chesntit, 
poplar, 
beech;  pines 
after  cross- 
ing the 
ridge. 


Oak,  hicko- 
ry, poplar, 
pine  ;  some 
walnut,  ma- 
ple, beech, 
persimmon, 
chesnut. 

Oak,  hicko- 
ry, sycamore, 
ash.  pine, 
maple.- 


Streams  crossed  by  die  road. 


Lengths  of  the 

Bridges. 


Grain,  cotton  Oak,  hickory, 
for     home  sycamore, 
consump- 
tion, horses. 


Wolf  Creek,  - 

Spring  Creek, 

Sinking  Creek, 

One  head  of  Beaver  Cr 

Beaver  Creek  crossed 
four  times,  which 
might  be  avoided, 


Blountville  Creek,  - 
Reedy  Creek, 
North  Branch  of  Hol- 
ston River, 


Rice  Creek, 
Rent-Frose  Creek,  - 
Armstrong  Creek,  - 
Surgoin's  Creek, 
Sinking  Creek, 
Big  or  Marshall's  Cr. 
Caney's  Creek, 
Cloud's  Creek, 
Valley  Creek, 
German's  Creek, 
Richland  Creek, 
Patterson's  Creek,  - 


Flat  Creek.  - 
Raspberry  Creek, 
White  Creek  - 


ash,  beech, 

maple,  pine.  First  Creek, 


Yards. 
-  "1 


8  ^.8 
J 


40  "I 

30 


;»iro 


too 


>>90 

30  I 
40 

20  J 


40  1 


Lfngths  of  the 

Causeways. 


J.60 


1  in  918 


None. 


Graduation,  at 


Population. 


White. 


Miles. 
14 


None. 


None. 


None. 


12 


13 


None. 


360 


2394 


1594 


Miles. 
2 


TENNESSEE. 


Sullhau. 


6,038 


932  7,015 


From  the  lat- 
ter stand. 


Miles. 
24 


From  Willi 
ington  Cilv 


Miles 
382 


26 


Hawkins. 


1  4  Grainger. 


Knox. 


92 


9,308 


1,641 


10,949 


29! 


437-3 


6,601 


1,050 


,651  304 


468 


11,126 


1,908 


13,034 


218,117 


49 1 


491 


The  foregoing  part  of  this  Itinerary  Table  is  common  to  the  route  now  under  consideration,  and  to  the  Western  Route  which  passes  through  East  Tennessee,  and  has  been  examined  in  1825,  and  reported  upon  in  1826. 

The  following  part  of  this  Itinerary  Table  belongs  cxclusivelyto  the  Western  Route  now  under  consideration,  which  route,  from  Knoxville,  is  the  continuation  of  the  former  through  West  Tennessee,  and  across  the  Cumberland  Mountains. 

The  general  abstracts  here  above  presented  are,  therefore,  to  be  carried  over. 


Doc.  125 — Sig.  7. 


WESTERN  ROUTE  -Continued 


SUCCESSIVE  STANDS. 

General  Courses. 

Geological  Formation. 

General  face  of  the  Country. 

Nature  of  the  soil. 

Products. 

Main  growth  of 
Timber. 

Streams  crossed  by  the  road. 

Lengths  of  the 
Bridges- 

Lengths  of  the 
Causeways. 

Graduation,  at 

Counties.  ■ 

Po 

elation. 

Distances. 

3* 

4° 

White. 

C 

ulorcd. 

Total. 

From  the  lat- 
ter stand. 

From  Wash- 
ington  City. 

TENNESSEE. 

From  A'no.rnffe  to  B. 
Ilavet's. 

/'Vom   K.  flnvet's  to 
Post  Oak-Spring. 

s.  or  w. 

S.  of  W. 

Secondary. 

Limestone  and  sand- 
stone.   These  mate- 
rials at  convenient 
distances   from  the 
road. 

Secondary. 

Limestone  and  sand- 
stone.   Those  mate- 
rials at  convenient 
distances  from  the 
road. 

The   10  first  miles 
pretty   level,  the  5 
following  also  .  hut 
the  1 1  last  miles  very 
hilly. 

Hilly  and  broken. 

Yellow  and  red  clay, 
in  succession. 

Chiefly  red  clay,  but 
alternating  « ith  yel- 
low clay,  mixed  with 
sand. 

Live  stock 
and  grain. 

Live  stork  ; 
some  grain. 

Chiefly  oak; 
some  pines, 
hickories, 
walnuts, 
cliesnuts. 

Chiefly  oak  ; 
some  pines, 
hickories, 
walnuts, 
chesnuts. 

The  w  ater  courses  re- 
quiring bridging, 

Tennessee  River, 
Canny  Fork  of  ditto, 

Yards. 
}  - 

- 

Yards. 
None. 

None. 

Miles. 
91 

4 

Miles. 
11 

9 

Miles. 
54 

8 

Knox. 
Roane,  - 

7,02  5 

870 

7,895 

Miles. 
21 

Miles. 
517 

538 

From  Vast  Oak'  Spring 
to  Crab  Orchard. 

(Sec  Rcmnrks  A.) 

From  Crab  Orchard  to 
Eastland's. 

(Sec  Remarks  A.) 

From    Eastland' i  to 
Sparta. 

From  Sparta  to  Mc- 
MnVuU, 

(Sec  Remark  B.) 

\V. ;  general- 
ly much 
winding. 

S.  of  W. 

S.  ofW..  go. 
nei  nil)  much 
(looked. 

S.  of  W.  for 
tlie  ir>  Bral 
miles:  S.  W. 
for  (lie  13 
last  miles. 

Secondary. 
Limestone  and  sand- 
stone arc  at  conve- 
nient distances  from 
the  road. 

Secondary. 
Limestone .  sandstone 
mi  the  top  of  the  lulls. 
Materials  convenient 

ever)  where. 

Secondary. 
Limestone;  sandstone 

On  the  tops  of  Hie 

ridges.  Materials 
are  every  where  at 
convenlenl  distances 
from  the  road. 
Secondary. 

Limestone.  Materials 
at  convenient  distan- 
ces from  the  road. 

The  5  first  miles,  and 
the  21  last  miles  tol- 
erably level  :  hut  the 
101  others,  across 
Spencer    Hill  and 
Waladon  Ridge,  are 
very  hilly  and  bro- 
ken. 

Hilly  and  broken;  some 
intervening  sections 
between  the  water 
courses  are  compara- 
tively lend.  The  1-2 
last  miles   are  less 
hilly  than  the  14  first. 
Hilly  and  broken. 

Hilly  and  somewhat 
broken. 

Poor,     and  chiefly 
sandy ;  some  clay. 

Yellow  clay,  mixed 
w  ith  much  sand. 

Red  and  yellow  clay. 
Red  and  yellow  clay. 

Live  stock. 

Live  stock ; 
some  grain. 

Cotton,  grain, 
live  stock. 

Cotton,  grain, 

Oak,  the  black 
jack  kind 
predomina- 
ting. 

Oak,  the  black 
jack  kind 
often  pre- 
dominating. 

Oak,  chesnut, 
walnut, 
hickory, 
poplar, 
beech. 

Oak,  chesnut, 
walnut, 
hickory, 
poplar. 

Piny  Creek,  - 
Mama's  Creek, 

Dady  Creek,  - 
Canny  Fork,  - 
West  Canny  Fork,  - 

Cliffy  Creek,  - 
Lose  Creek, 

Calf-killer  Creek,  - 
Canny  Branch, 
Collins'  River, 

S} » ■ 

701 

30  I  10S 
6j 

100") 

350  [575 
125  J 

None 

None 
None 
None 

5 

13 
3 
11 

6 

9 
5 
11 

7 

above 
4  de- 
grees. 

4 
4 
4 

Bledsoe, 
White,  - 

Warren, 

3,616 
7,981 

9,377 

389 
720 

971 

4,005 
8,701 

10,348 

18 

26 

26 

556 

582 
594 
620 

SUCCESSIVE  STANDS. 


From  M-Mimtvillf  to 
H'iiu  lii  sin . 


From    Winchester  to 
Salem. 


From  Salem  to  Mount 
Pleasant, 


From  Ml-  Pleasant  to 
llunlsvitle,  jllobuma. 


From  llunlsvitle  to 
Brown's  Ferry  [right 
bank.) 

(Sec  remark  C.) 


From  Brown's  Ferry 
to  Courtland. 

Fmm  Courtland  to  Hmi- 
sclvillc. 


tlcncral  courses.       Geological  formation. 


W.  of  s. 


W.  of  s. 


W.  of  S. 


s.  w. 


s.  w. 


Secondary. 

Chiefly  limestone.  Ma- 
terials are  found  all 
the  way,  at  limited 
distances  from  the 
road. 

Secondary. 

I.i  stone  anil  Hint. 

Material)  found  at 
convenient  distances 
from  the  road. 

Secondary. 
Limestone  ami  Hint. 
Materials  generally 
at  limited,  distances 
from  the  road. 

Secondary, 
Limestone^  Mate- 
rials are.  all  the  way, 
on  the  spot. 

Secondary. 
Limestone.  Materials 
at  the  surface1  of  the 
groundi except  in  the 
hed  of  watercourses, 
and  in  the  vicinity  of 
Huntsviilo. 
Secondary. 
No  materials  at  the 
surfaceofthe  ground. 

Secondary. 
On  the  (i  first  miles, 

limestone;  on  the  15 
following,  no  mate- 
rials at  the  surface 

of  the  ground!  but 

soil  is  of  hard  and 
(  oni part  sand;  On  the 
7  last  miles,  lime- 
stone mixed  with 
gravel. 


General  face  of  the  country. 


The  22  first  miles  hil- 
ly :  the  is  last  miles 
only  undulating. 


Tolerably  level. 


Somewhat  hilly. 


Tolerably  level. 


Level. 


Level. 


Mostly  level,  except 
at  the  descent  into 
Tennessee,  valley. 


Nature  of  the  soil. 


Limestone  clay  gene- 
rally. Tlie  22  first 
miles  tolerably  good; 
the  !)  following  are 
barren  ;  the  9  last 
miles  very  rich  lime- 
stone clay. 

Rich  clay. 


Richcla}  . 


Rich  clay. 


Red  and  yellow  clay 
alternating,  both  ve- 
ry rich. 


Rich  clay  . 


The  6  first  miles  lime- 
stone clay,  with  a 
dark  mould  ;  on  the 
15  following,  sand 
is  predominating;  on 
the  7  last  miles, 
limestone  red  clay. 


Main  staple, 
cotton,  grain. 


Main  staple, 
cotton,  grain 


Main  staple, 
cotton,  grain. 


Main  staple, 
cotton, grain, 


Main  staple, 
cotton,  grain. 


Main  staple, 
cotton, grain. 

Main  staple, 
cotton,  grain. 


Main  growth  of 
timber. 


Oak,  hicko- 
ry, rhrsnot. 
For  the  nine 
miles  ot'bar- 
ren  soil,  black 
jack  is  pre- 
dominating. 
Oak.  hicko- 
ry, poplar. 


Oak.  hicko- 
ry, poplar. 


Oak,  hicko- 
ry, poplar. 


Oak,  hicko- 
ry, poplar, 

beech. 


Oak,  hicko- 
ry, poplar, 
beech. 
Chiefly  oak; 
some  hicko- 
ry, chesnut, 
short-leaf 
pines. 


Streams  crossed  by  the  road. 


Barren  branch 
A  small  branch 
Elk  river 

Boiling  spring  Branch 


No  water  courses  re- 
quiring bridging. 


Bean's  creek  - 

A  branch 

A  small  branch 

A  branch  of  Flint  cr'k 

Flint  creek 


A  branch 
Another  branch 
Limestone  creek 
Piny  creek 
Swan  Creek  - 
A  branch 

Round  Island  creek  - 
Tennessee  river 


Big  Nance  creek 
A  creek  8  miles  from 

Courtland 
Another    creek  13 

miles  from  ditto 
Another  creek  \4i 

miles  from  ditto 
Another     creek  17 

miles  from  ditto 
Another    creek     1 8 

miles  from  ditto 
Another    creek  26 

miles  from  ditto 


Lengths  of  the 
bridges. 

Lengths  of  the 
causeways. 

Graduation  at 

Countries. 

Population- 

Distances. 

2° 

3° 

4° 

White. 

Colored. 

Total. 

From  the  Ut- 
ter stand. 

From  Wash 
ington  City. 

TF  WFS^FF 

*  vn  A  I    \  j '  \  M  A 

AISD  ALADA»HA. 

Yards. 

Y  ds 

Miles. 

Miles. 

Miles. 

Miles. 

Miles 

55-1 

_ 

20 

13 

7 

Franklin. 

12,338 

4,223 

16,561 

40 

660 

su 

4  5 

>165 

700 

45J 

None. 

7 

3 

• 

- 

,  - 

• 

10 

670 

T 

11 

7 

2 

- 

- 

20 

690 

>  56 

l 

2  111  1 1  os* 

6 

Vhrown  up 

24" 

50 

50 

1    ill.  UU 

9 

5 

1 

jViutlison 

8,813 

8,668 

17,481 

15 

705 

^'l'lirown 

up  24" 

20-) 

20 

1 1 

2 

Limestone  ■ 

6,922 

2, 949 

VjOf  1 

S3 

738 

10 

24 

20  >.!  19 

#1  ni.  880 

24 

#'|,lnln  wii 

1  1 1 1  1 1  W  1 1 

up  24" 

15. 

i  m. 

00 

10 

o 

• 

Lawrence 

_ 

18 

758 

|t.ft  batik 

1  en.  river* 

35" 

■ 

None. 

20 

51 

25 

• 

- 

28 

778 

22 

20 

45 
8 

S>144 

8 
6, 

Hoc.  126 — «f».  9. 


WESTERN  ROLTE-Continued. 


SUCCESSIVE  STANDS. 

General  course*. 

Geological  formaton. 

General  face  of  the  country. 

Nature  of  the  soil. 

Products. 

Main  growth  of 
timber. 

Streams  crossed  by  the  road. 

Lengths  of  the 
bridges. 

Lengths  of  the 
causeways. 

Graduation  at 

Counties. 

Population. 

Distances. 

4° 

White. 

Colored. 

Total. 

From  the  lat- 
ter stand. 

From  Wish, 
ington  City. 

ALABAMA. 

h'rnm  HlUStlvilU  I"  Hut- 
loway's. 

S. 

Secondary  as  far  as 
Little  Hear  creel.  12 
miles  from  Rusoelville. 
Primitiveon  the  M  re- 
maining miles.  On 
the  I2lirst  milesjnne- 
stone  rocks  and  gra- 
vel  are  found  at">n- 
venientdistanceirrom 
the  road  ;  on  thy  1 1 
last  miles,  iron  sand- 
stone and  gravel  all 
the  way. 

Tolerably  level,  ex- 
cept at  the  crossings 
of  Little  Hear  Creek 
and  Big  Bear  creek  ; 
the  first  crossing  is 
about  half  a  mile  long, 
the  other  is  1  j  miles 
long  :  both  are  very 
steep. 

The  six  first  miles 
rich  clay  ;  the  17  fol- 
lowing miles  sand  and 
clay. 

Cotton,  grain. 

On  the  11  last 
miles  chiefly 
oak.  On  the 
12  first  miles 
oak.hickory, 
chcsnut,some 
cedars. 

A  creek  six  miles  from 

Russelville 
Little  Bear  creek 
Big  Bear  creek 
A  small  branch 

Yards. 
20  1 

40  |>131 

60 
°J 

Yards. 
900 

Miles. 
13 

Miles. 
6 

Miles. 
4 

above 
4  deg. 

Franklin 

3,308 

1,680 

4,988 

Miles. 
23 

Miles. 
801 

Frum   llullmray's  to 
PikevitU. 
(See  remark  I).) 

s. 

Primitive. 
Iron  sand-stone  and 
gravel   found    si  cry 
w  here,  and  iiioit  es- 
pecially on  the  tup  of 
the  hills. 

On  the  1 1 J  first  ms. 
hilly  ;  on  the  3J  fol- 
lowing pretty  level ; 
on  the  6  last  miles  hil- 
ly. The  road  gene- 
rally a  ridge  road. 

Sand  and  clay. 

Cotton  and 
grain. 

Chiefly  oak; 
a  lew  short- 
leaf  pines. 

Williams'  creek 
A  small  branch 
The  Nurth  Fork  of 
Buttahacchee 

18-1 
18 

50  J 

>  86 

None. 

6 

6 

9s 

above 
4  deg. 

21 

822 

h'rnm  PikeviUe  lii  Filx- 
giruU's. 

W.  of  S. 

Primitive. 

Iron  sandstone  and 
gravel  are  found  eve- 
ry where,  anil  more 
especially  on  the  top 
of  the  hills. 

Hilly  and  broken. 
The  road  is  a  ridge 
road  :  the  ground  ge- 
nerally precipitous  oil 
each  side. 

Sand  and  clay  :  the 
mould  is  not  deep. 

Cotton  and 
Grain. 

Short-leaf 
pine ;  oak 
predominat- 
ing at  many 
places. 

A  branch  of  Beaver 

creek 
Another  branch  of  do. 
Another  branch  of  do. 

24^ 

10  1 

24  J 

>  58 

300  ' 

5 

6 

4 

- 

- 

15 

837 

From   Filzgirtild's  to 
Perkins'. 

s.  w. 

Primitive. 
Sandstone  and  free- 
stone.   Gravels,  iron 
sandstone,  and  iron 
gravels,  are  found  all 
along  the  road  ;  occa- 
sionally red  sandstone, 
in  layers. 

Very  hilly  and  bro- 
ken. 

Sand  and  clay  :  sand 
predominating. 

Cotton  and 
grain. 

Pine,  oak, 
chesnut.  a 
few  hickories. 

A  small  branch 
Another  branch 
Another  branch 

20 
18  J 

■  45 

.  200 

7 

10 

111 

•• 

- 

281 

865) 

Ftow  Perfcitw   to  tltf 

Indian  Jgenpy. 

(Sec  remark  fe.) 
From  Perkins'  to  Co- 

s. w. 

Primitive  as  far  as 
the  Tombeckbee,  1 1 1 
miles.  Secondary  on 
the 22  remain'g  miles; 

Kroni    Perkins*  to 
Columbus, on  the  Tom- 
beckbee, 1  1  i  miles, 
the  country  is  level, 

On  the  11'  miles 
sand  and  clay  ;  on  the 
12  following  miles 
limestone  prairies;  on 

Corn,  oats, 
cotton. 

(  1  I  L   tun  1 1 1  1 1 1  ■ 

of  good  size. 

Tombeckbee  river  - 
Gulleys,  3  in  number 
Do.     3       do.  - 
Do.     1       do.  - 

80- 

30 
6 

Lowe 

>187 

st  stage  2  m. 
Thrown 
up  3  ft. 

yds.  600 

Thrown 

up  24  ". 

274 

5 

1 

Monroe 

CHOCTAW 
NATON. 
17,000  inhabitants 

5,014 

3,824 

8,838 

33) 

899 

lumbus  (he  distance 
U  Hi  miles. 

rotten  limestone  makes 
its  appearance  in  the 
bed  of  streams  :  and 
fragments  of  shells, 
rotten  limestone,  are 
found. 

as  also  for  the  12  fol- 
lowing miles.  The 

in  last  miles  undu- 
lating. 

the  10  last  miles  sand 
and  limestone  clay  : 
on  the  banks  of  the 
Tombeckbee  sandy 
soil. 

Do.     2       do.  - 
Do.     1       do.  - 
Do.     1       do.  - 
A  branch 

20 

8 
10 

10  j 

Prom  the  Indian  Agen- 
cy to  McKenncy's. 

s.  w. 

Primitive. 
Sandstone  and  iron 

Level  on  the  live  first 
miles,  hilly  on  the  last 

li-ii  mil.'.. 

Sand  and  clay  :  clay 
predominates  in  the 
bottom  ol  the  valleys. 

Corn,  oats, 
(otton  for 
home  con- 
sumption. 

Oak.  hickory, 
short-leaf 

A  branch,  4  bridges 
A  branch,  4  do. 

[  I-       1    i.                1  flit 

Drains.     4  do. 
A  branch 

rorj 

99 
43 
55 

279 

6 

4 

5 

I  13 

914 

SUCCESSIVE  STANDS 


I' mm   McKtnntif*  to 
1'itrkr.r't. 


Cwn  Parker1!  in  War 
nVs.  ff 


/■  row  Harris's  In  Oil- 
Ungitey't 

(Sec  Rcmaik  ••'.) 


From    niUinnslrij's  I" 

Jaekion. 


Prom  whdtMH  to  Bait 


General  courses. 


8.  W. 


\\ .  ul  s. 


s.  w 


s.  w 


s.  w. 


Geological  formation.        General  face  of  the  Country. 


Primitive. 
Sandstone   found  in 

many  places,  and 

generally  on  the 
HI  1 1  ri  III  It  ul  tin:  i. ill  - 


Primitive. 
Hcil  sandstone  found 
at  several  places. 
No  materials  to 
make  a  road. 


Secondary- 
Borne  blue  limestone 
ami  sandstone  are 
Found  accidentally! 

materials  to  make 
a  road. 


Setondarv 
Limestone.  No  mate- 
rials at  tin*  Surface 

of  tbe  ground. 


MuviaL 
N<>  materials  except 

giaw'ls  limnd  ill  a 
low   plans,   nnil  on 

the  top  of  the  hills. 
Rocks  are  round  not 
far  from  Hale. 


Much  undulating  mi 

the  13  linit  miles; 

hill  v  mi  the  7  follow- 
ing :  very  hilly  anil 
broken  »n  Hie  13  last 
miles. 


Hill-. 


Chiefly  sand  mixed 
with  cla». 


Tolerabl)  level  on  the 

54  first  miles  :  hilly 
nn  the  18  last  miles. 


Hilly. 


Hilly  on  (he  13  first 
inih  s.  rolling  mi  the 
K)  last  miles. 


Chiefly  Hand  ;  snmc 

intervening  stripes 
of  red  clay. 


Limestone  clay  ■ 


Limestone  clay,  mix- 
"il  with  sand. 


Clay  ami  sand. 


Corn,  wheat, 
oats,  cotton 
for  bomd 
ronsiimn- 
tion. 


Cotton,  corn, 
oats. 


Cotton,  coin, 
oats. 


Cotton,  oats- 
corn. 


Ph !. 

smie 


111,  :i 

W.JUI  • 


oak  : 
licko- 
anil 


Oal  and 
hiikory .  of 
gind  size. 


Oakol'  roil 

1110  size. 


lied  nak.  of 
g.«d  size. 


Streams  crossed  b)  tbe  road.    Lengths  of  the 
Bridges. 


A  Branch. 
Galleys,  (2  in  number  j 
A  Branch. 

Giilley,  ( 1  in  number] 
A  Branch, 
.Another  Branch, 
Another  Branch, 
Another  Biauch, 

A  Branch, 

luibutsher  Branch,  anil 
7  drains. 

A  nranch  of  Pearl  ri- 
ver, and  4  drains,  - 

\  Branch, 

Jorkanskany,  a  brain  h 
nl  I'earl  river,  and  IS 
drains, 
A  Branch, 
Another  Branch, 
Another  Branch,  ^ 
A  Branch,  I 
Another  Branch, 
Another  Branch, 
Another  Branch, 
Another  Branch, 
Another  Branch, 
Vnotftjai  Branch, 
Another  Brancb, 

Ungtugah  Creek, 

A  Branch, 

Another  Branch, 
Stooping  W  bite  Oakcr. 

V  small  Branch, 
Hanging  Moss  Creek, 
Chesnnt  Creek, 

A  Branch, 
Another  Branch, 
Another  Branch, 

V  not  her  Branch, 
Another  Branch, 
Another  Branch, 
Another  Branch, 
A  other  Branch, 
Harrison  Creek, 
Rose's  Creek,  - 


Yards. 

n 

15 
15  I 

8S»  9 
10  r  a 

IS 

10 

Ijtj 

,n 


;,*604 

j  *This 
I  bridg- 
ing is 
I  made. 


t 

6  I 

OJ 


81 


I"]  Made. 


fo 


0  I  'Made. 

4  I  Made. 

2(1  J  Made. 

25"' 


►  153 


Lengths  of  the 

Graduation,  at 

Counties. 

Population. 

Disti 

Jices. 

3° 

4" 

White 

Colored. 

Total. 

V'rom  the  lat- 
ter stand. 

From  Wash 
ington  City. 

Mites.  Yds. 

Miles. 
8 

Miles. 
11 

Miles. 
14 

(  line  r  \\\ 
NATION. 

Miles. 
33) 

Miles. 

800 

*  ... 

-      -  - 

10 

12 

44 

- 

J* 

« 

s' 

- 

264 

1 

9rss 

*  2  260 

*  These 

causeways 
are  made. 

.     .  . 

15 

5J 

3 

MISSISSIPPI. 
Yazoo. 

- 

234 

<W 

300 

5 

3 

Himlcs,  - 

11 

1,0(18 

200 

1 

-     -  - 

13 

C 

4 

Hindi's,  - 

as 

1,031 

300 

■ 

SUCCESSIVE  STANDS. 


From  Hale  to  Kennedy's. 


From     Kennedy's  to 
Smith's. 


From  Smith's  to  Liberty. 


From  Liberty  to  Col. 
.1.  Nelson's. 


From  Nelson'!  to  llult- 
hrs. 


From  Holder's  to  ButOtl 
Rouse. 


From  Union  Itouge  to 
Mr.  Nelson's. 
(Sec  romiu'k  u. ) 


General  courses. 


S.  W. 

The  latter 
part  S. 


s.  sr. 


s.  w. 


8.  w. 


S.  \V. 


s.  w. 


Geological  formation. 


Alluvial. 
(inn  els  found  only  in 
a  lew  plafCS,  anil  on 
the  summit  of  Kit  liills. 


Alluvial. 
No  materials  except 
at  the  crossing  of  wa- 
ter courses,  where 
gravel  is  Iniincl. 


Alluvial. 
Some  small  gravels. 


Alluvial. 
Occasionally  some 
gravels  of  small  size. 


Alhtviol. 
No  materials. 


Alluvial. 
Except  some  soft  peb- 
bles, found  by  dig- 
ging.  No  materials 
lor  a  road. 

Fluvial  deposite. 
No  materials. 


General  face  of  the  country. 


Nature  of  the  soil. 


Hill  % . 


Undulating  on  the  17 
first  miles  ;  level  on 
the  8  last. 


Undulating- 


Broken  on  the  14  first 
miles  ;  level  on  the 
4  last  miles. 


Rolling  on  the  171 
first  miles,  but  bro- 
ken at  the  crossing 
of  streams  :  broken 
on  the  4  following 
miles;  generally  level 
on  the  9  last  miles. 

Level  on  the  i  !  lii  il 
miles  ;  broken  on  the 
3  last  miles. 


Level.  This  portion 
of  road  is  called 
highland  road  :  it 
leaves  to  the  W.  the 

road  along  the  bank 
of  the  Mississippi. 
This  latter  road  is 
lunger  by  4  miles. 


Sand,  except  at  the 
bottom  of  valleys. 


Sand  mixed  w  ith  some 
clay:  (  lay  in  the  bot- 
tom of  valleys. 


Sand  and  clay  ;  clay 
predominating  at  the 
crossing  of  the  head 
branches. 


Sand  and  clay  on  the 
12  first  miles :  clay 
on  the  6  last  miles. 


Deep  rlay,  mixed  with 
sand  :  the  former 
predominating.  Ked 
day  at  many  places. 


Clay  and  sand,  the 
former  predominat- 
ing. Soil  deemed 
of  2nd  rate  quality. 

Clay.    Mich  soil. 


Main  growth  of 
timber. 


Streams  crossed  by  the  road. 


Cotton,  oats, 
corn. 


Cotton,  oats, 
coin. 


Cotton. 


Cotton,  corn, 
oats. 


Cotton,  corn 


Cotton,  corn, 
sugar. 


Cotton,  su- 
gar. 


Pine.  Oak 
in  the  bot- 
tom of  val- 
iey  s. 


Pino.  Scat- 
tered oaks. 


Pine  and  oak 
oak  prcdomi 
nating  across 
the  head 
branches. 

On  the  12 
first  miles 
pine,  oak :  on 
the  6  last 
miles  more 
pines. 

Red  oak, 
beech,  pop- 
lar, persim 
mon,  mag- 
nolia. 


Red  oak, 
beech,  some 
poplars. 


Red  oak, 
beech,  pop- 
lar, magno- 
lia. 


Lengths  of  the 
bridges. 


Lengths  of  the 

causeways. 


A  branch  of  Copia  - 
mother  branch  of  do. 
A  branch  of  Bahala  cr 
Another  branch  of  do. 
Another  branch  of  do. 
Another  branch  of  do. 

Behailey's  creek 
Bughitto  swamp 
A  branch 
Another  branch 
Another  branch 
Eastern  fork  Amite  ft, 
A  small  branch 
Pumpkins  Patch  crk. 
Terill's  creek  - 
Arnold's  creek 
Weathersby  creek  - 
Weathersby  creek 
Windborn  creek 
Amite  river 
A  small  branch 
A  branch  of  Amite  riv 
Berry's  creek  - 
Beat  er  creek  - 


E.  branch  of  Comite  R 
\V  .  branch  of  Comite  R. 
Kerr's  creek  - 


John's  creek  - 
Montcsano  creek 
Grassec  creek  - 


•1 

10  | 
15J 

6.1 
15  I 
15  | 

5  I 
20  I 

TJ 
12-. 
10 

A 

y 

IS]  • 

15  )>  152 


55 


Yards. 
*400 

*For  the  br's 
of  Copia  rrk. 
*400 
•For  the 
branches  of 
Bahala  crk. 


900 


None. 


1.100 


56  J 


«1 

C 


10  y  23 


150 


166 
110 


Graduation  at 

Counties. 

Population. 

Distances. 

2° 

3° 

4° 

White. 

Colored. 

Total. 

From  the  lat- 
ter stand. 

From  Wash, 
ton  City. 

MISSISSIPPI. 

Miles. 
15 

Miles. 
10 

Miles. 
8 

Copia. 

Miles. 
33 

Mies. 
1,0B4 

16 

Lawrence. 

3,919 

997 

4,916 

25 

1,089 

12 

4 

2 

Amite. 

4,006 

2,847 

(5  853 

1 8 

1  107 

g 

Q 

4 

- 

18 

1, 125 

14 

1  1 

M 

LOUISIANA. 

East  Feliciana, 
(parish.) 

5,434 

7,298 

12,732 

SOj 

1,2554 

10 

3 

2 

K.isi  Baton  Rouge, 
(parish.) 

2,600 

2,620 

5,220 

15 

1,170J 

10 

1 

11 

1,181* 

WESTERN  HOI  TB — Continued. 


SCCCKSSIVE  STANDS. 

Central  courses. 

Geological  formation. 

General  face  of  the  country. 

1 

Nature  of  the  soil. 

Products. 

Main  growth  of 

Timber. 

Streams  crossed  by  the  road. 

Lengths  of  the 
bridges. 

Lengths  of  the 
causeways. 

Graduation,  at 

Counties. 

Population. 

Distances. 

4» 

White. 

Colored. 

Total. 

Fr<  m  the  lat- 
ter stand. 

From  Wash- 
ington City. 

LOUISIANA. 

From  Jiff.  Welioft'i  to 
Mr.  Henderson's 
Plantation. 

Ei  »f  S. 

Fluvial  deposit*! 

Level  and  low.  This 
portion  of  road  fol- 
low s  (in  the  bank  of 
lint  Mississippi,  ex- 
cept a  rut-nil'  of  2 
miles,  which  t  ommen- 
res  at  3  miles  from 
Mr.  Nelson's.  This 
cut-off  shortens  the 
lever,   road    by  10 
miles,  about. 

Rii  h  Hat  bottom. 

Sugar,  rot- 
ton,  corn. 

Live  oak, 
cypress, 
gum  tree, 
red  oak, 
magnolia- 

Iberville  river,  (about 

Miles.  Yds. 
14 

Miles.  Yds. 

fa 

*  Thrown  up 
24  inches. 

Miles. 
18 

Miles. 

Miles. 

Iberville  (Parish) 

2,019 

2.395 

4,414 

Miles. 
18 

Miles. 
1,1991 

From  Mr.  Hendcrton's 
I'l a n tu lion    In  Mr. 

Chaldnc'i  Plantation. 

E. 

Plm  ial  doposito, 

Level  and  low.  A  lit- 
tle above  Hampton's 
plantation  commen- 
ces a  rut-off  of  4 
miles,  which  would 
shorten  the  road  by 
9  niilrs  about ;  the 
expense  to  make  it 
practicable  would  he 
great. 

Rich  Hat  bottom. 

Sugar,  cot- 
ton, corn. 

Live  oak, 
cypress, 
gum  tree, 
red  oak, 
magnolia. 

23 

- 

Ascension  (Parish) 

1,495 

2,233 

3,728 

23 

1,222} 

from  Mr.  Ohalintfi '« 
Mr.  Dtilonde's  Plan- 
tation. 

E. 

Fluvial  depositc, 

Level  and  low.  As 
from  Mr.  Hender- 
son's to  Mr.  Chal- 
duc's,  the  road  fol- 
lows on  the  hank  of 
the  Mississippi. 

Rich  Hat  bottom. 

Sugar,  cot- 
ton, corn. 

Live  oak, 
red  oak, , 
cypress, 
gum  tree, 
magnolia. 

-       -       -  - 

-      -  - 

■     -  - 

21 

St.  James' (Parish) 

St.  John  Baptist 
(Parish) 

2,522 
1,532 

3,138 
3,322 

5,CC0 
3,834 

21 

1,243} 

From  Mr.  DflionuVl  lo 
Louisiana  Hotel,  (kept 
by  1'n  rri  Diimuitie.) 

E. 

Fluvial  deposite. 

Level  and  low.  The 
road  continues  to  he 
the  levee  road. 

Rich  Hat  bottom. 

Sugar,  cot- 
ton, corn. 

Live  oak, 
red  oak, 
cypress, 
magnolia, 
orange  tree. 

12 

St.  Charles'  (Pa- 
rish) 

727 

3,135 

3,862 

12 

1,2553 

From  Louisiana  Hotel 
in  JV>W  (Means. 

K. 

Klin  ial  deposite. 

Level  and  low  .  The 
road  continues  to  be 
the  levee  road,  as  it 
has  done  generally 
from  Mr.  Nelson's 
to  Louisiana  lintel. 

Rich  flat  bottom. 

Sugar,  cot- 
ton, corn. 

Live  oak, 
red  oak, 
cypress, 
magnolia, 
orange  tree. 

-     -  - 

27 

Orleans  (Parish) 
New  Orleans  City. 

3,660 
13.5H4 

8,51? 
13,59'~ 

14  175 

27,176 

27 

1,2821 

Total  ubstrncl  of  bridges 

causeways,  graduation,  population,  and  distance  from  Washington  City  to  New  Orleans. 

4  1.421 

17  l.Obo 

6S3J 

373$ 

2251 

250.739 

148.656 

399.  ".!J5 

1.28:4 

[Doc,  No.  125.] 


1? 


REMARKS. 

A.  From  Post  Oak  Spring  to  Dowson's  Stand,  twelve  miles 'from 
Eastland's,  and  on  a  distance  of  thirty-two  miles,  the  actual  road  and 
the  new  road  now  constructing,  and  called  Gordon's  road,  deserve 
both  more  particulars  than  the  table  could  admit;  therefore  these  par- 
ticulars must  be  presented  separately :  they  make  the  subject  of  this 
remark. 

The  most  difficult  portion  of  the  actual  road  is  from  Post  Oak 
Spring  to  Crab  Orchard,  on  account  of  the  crossing  of  Spencer's  Hill 
and  Waladon  Ridge.  Travelling  from  Crab  Orchard  to  Post  Oak 
Spring,  it  is  at  two  and  a  quarter  miles  from  Crab  Orchard  that  com- 
mences the  ascent  of  Spencer's  Hill  :  at  this  point  a  portion  of  road 
is  now  making  on  the  right  and  in  a  due  east  direction.  Its  length 
will  be  about  three  miles.  This  portion  of  road  will  strike  again  the 
main  road  at  four  miles  from  the  foot  of  the  ascent,  and,  consequent- 
ly, shorten  the  distance  by  one  mile.  Compared  to  the  actual  road, 
it  will  be  of  easy  graduation.  The  ascent  of  Spencer's  Hiil  is  very 
steep  and  winding  ;  at  many  places  the  graduation  varies  from  six  to 
nine  degrees. 

The  summit  point  of  Spencer's  Hill  is  about  five  and  a  quarter 
miles  from  Crab  Orchard.  About  four  miles  farther,  another  portion 
of  road,  one  mile  in  length,  might  be  made  on  the  right  in  order  to 
avoid  a  very  steep  hill.  It  is  said  that  it  would  shorten  the  main  road. 
About  two  miles  farther,  a  portion  of  road  might  be  ran  by  the  left, 
which  would  procure  a  more  easy  graduation,  arid  shorten  the  distance. 
There  can  be  no  doubt  as  to  the  practicability  of  improving  the  actual 
road  ;  but  the  laying  out  of  a  new  road,  from  minute  surveys,  will  be 
the  only  means  to  ascertain  what  extent  and  degree  of  improvement 
might  be  bestowed  on  the  direction  of  the  road  now  travelled.  A  new 
road  is  at  present  making,  by  which  Spencer's  Hill  is  avoided.  Its 
description  is  as  follows,  and  is  drawn  from  the  state  in  which  the 
road  was  when  examined  on  tbe  1 1th  and  12th  of  September,  1827  : 

This  road  leaves  out  the  actual  road  at  Dowson's  Stand  to  strike  it 
again  at  Post  Oak  Spring.  For  the  three  and  a  half  first  miles  it 
passes  over  barrens,  where  materials  are  very  scarce ;  it  was,  at  the 
time  of  the  examination  on  this  distance,  an  old  cart-track,  full  of 
stumps  and  unimproved.  On  the  three  following  miles,  the  new  road 
was  clearing,  on  a  widtli  of  thirty  to  forty  feet,  of  all  trees  and  roots. 
The  road  was,  at  this  time,  neither  thrown  up  nor  ditched.  On  this 
distance,  the  soiljs  grayish  clay,  mixed  with  yellow  clay;  sandstone 
occurs,  but  not  frequently.  The  road  then  descends  into  Dada's  Val- 
ley, and,  after  crossing  Dada's  creek,  wras  narrow7  and  rough,  and  not 
yet  improved  :  the  country  becomes  more  hilly:  sandstone  occurs  very 
frequently.  The  distance  to  the  point  where  it  begins  to  descend  into 
tbe  Grassy  cove,  is  about  two  miles.  The  road,  on  this  distance, was, 
at  this  time,  steep,  rough,  and  unimproved  ;  limestone  rocks  are  found 
in  abundance.  Dada's  creek  will  require  a  bridge  of  fifty  yards,  and 
no  causeway.  The  road  follows  through  the  Grassy  cove,  on  a  (Ks- 
18 


18 


[Doc.  No.  125.] 


tance  of  about  3§  miles  a  very  winding  and  crooked  course  ;  the  soil 
is  chiefly  clay.  Brister's  Stand,  12  miles  from  Dowson's,  terminates 
this  section  of  the  new  road.  The  second  section  runs  from  Brister's 
Stand  to  the  Post  Oak  Spring.  On  leaving  Bl  ister's,  the  two  first 
miles  were  not  yet  improved  ;  the  ground  is  moderately  hilly.  On  the 
five  following  miles,  the  road  is  advantageously  located  on  a  ground 
chiefly  descending ;  it  was  well  grubbed  and  cleared,  but  not  ditched; 
its  width  is  30  feet  generally,  but,  on  the  hill  sides,  18  feet.  The 
descent  into  Piny  creek  is  too  narrow,  and  also  too  steep ;  materials 
are  abundant,  and  sandstone  occurs  frequently.  After  crossing  Piny 
creek,  the  road  is  located  on  the  left  bank  of  said  stream,  and  con- 
tinues to  the  Gordon's  Iron  Works,  in  following  the  left  of  White 
creek:  the  distance  is  4  miles.  An  artificial  support,  150  yards  in 
length,  was  constructing  to  turn  round  a  rocky  bluff,  lying  at  about 
two  miles  from  Piny  creek.  A  bridge,  made  of  logs,  has  been  thrown 
across  Piny  creek.  The  width  of  tins  creek  is  about  70  yards.  Two 
other  small  bridges,  20  yards  each  in  length,  have  been  made  to  cross 
over  torrents  descending  into  White  creek  from  the  hill  sides.  This 
portion  of  road  was  almost  finished  ;  but,  taking  into  consideration 
the  great  elevation  of  the  road  above  the  bottom  of  Piny  and  White 
creeks,  (150  feet  on  an  average,)  as,  also,  the  steepness  of  the  hill  side,, 
the  width  of  the  road  is  not  sufficient.  The  road  is  mostly  level  on 
the  nine  miles  to  Post  Oak  Spring ;  the  ground  being  gravelly,  it  af- 
fords of  itself  an  excellent  natural  road.  From  Bl  ister's  Stand  to 
Post  Oak  Spring,  the  distance  is  twenty  miles  :  therefore,  the  total 
distance  from  Dowson's  Stand  to  Post  Oak  Spring,  by  this  new  road, 
will  be  32  miles.    The  graduation  may  be  computed  as  follows  : 

Prom  Dowson's  to  Brister's  4£  m.  at  2° ;  4  m.  at  3°  ;  3J  m.  at  4°    -    12  miles. 

From  Brister's  to  Post  Oak  Spring   8^      do       9       do       2|    do        -  20 

For  the  whole  distance       -       -  13  m.  13  m.  6  m.  -    32  miles. 


B,  At  nine  miles  from  Sparta  the  road  forks,  leading,  on  the  left, 
through  Ross  Road  ;  and,  on  the  right,  through  Rock-Island  Bridge- 
Road.  These  two  roads  meet  again  ten  miles  farther.  The  former  is 
considered  as  being  more  hilly  than  the  other,  which  is  travelled  by 
the  mail  stage.    The  distance  is  the  same  by  either  road. 

C.  From  Huntsville  to  Russelville  there  are  two  roads  :  one  by 
Florence,  the  other  by  Brown's  Ferry.  They  compare,  as  to  distance, 
as  follows : 


From  Huntsville  to  Athens  25  miles 

From  Athens  to  Florence  50 
From  Florence  to  Tuscumbia  5 

From  Tuscumbia  to  Russelville  18 


From  Huntsville  to  Brown's  Ferry  33  miles 
From  Brown's  Ferry  to  Courtland  12 
From  Courtland  to  Russelville  28 


From  Huntsville  to  Russelville   98  miles 


From  Huntsville  to  Russelville       73  miles 


[Doc.  No.  125.] 


19 


The  road  by  Brown's  Ferry,  being,  therefore,  the  shortest,  has 
been  adopted  in  the  itinerary  table.  With  regard  to  the  other,  it  has 
been  examined  on  its  section  from  Lawrence  to  Russelville,  and  as  the 
continuation  of  the  road  examined  through  Kentucky  and  Tennessee, 
and  terminating  at  Florence.  This  latter  road  would,  therefore,  strike, 
at  Russelville,  the  Western  route,  nowT  under  consideration. 

D.  At  Holloway's  the  crossing  of  the  Cumberland  Mountains 
terminates.  Before  reaching  Holloway,  the  road  crosses  the  Bull 
Mountain  Branch,  main  and  eastern  head  of  the  Tombeckbee.  The 
actual  road  crosses  the  Buttahache  above  Terrell's  mill,  fifteen  miles 
from  Holloway's  ;  but,  by  crossing  the  stream  below  Terrell's  mill, 
a  bridge  of  but  fifty  yards  would  be  sufficient,  and  the  road  would  be- 
come shortened  by  about  one  mile. 

E.  Columbus  lies  on  the  left  bank  of  the  Tombeckbee.  Not  only 
a  causeway,  of  two  miles  in  length,  will  be  necessary  on  the  right  of 
the  Tombeckbee  and  across  its  bottom,  but  also  a  levee  thrown  up  at 
least  fifteen  inches  above  the  natural  ground  will  become  indispensable, 
on  a  distance  of  ten  miles,  from  the  Tombeckbee's  bottom  to  Peath- 
land's. 

F.  From  Columbus  to  Doak's,  the  distance  measured  is  ninety- 
eight  miles.  The  road  has  been  made  by  the  United  States.  The 
Choctaw  line  passes  at  about  two  hundred  yards  east  of  Doak's. 

G.  From  Baton  Rouge  to  New  Orleans,  the  road  follows  the  left 
side  of  the  Mississippi,  and  is  called  the  Levee  road.  From  Baton 
Rouge  to  .Nelson's,  a  shorter  distance  is  obtained,  by  leaving  the 
Levee  road,  and  taking  the  road  called  Highland  road.  Two  other  de- 
viations from  the  Levee  road  have  been  contemplated  :  a  cut-off  of 
two  miles,  commencing  at  three  miles  from  Nelson's,  and  shortening 
the  distance  by  about  ten  miles  ;  it  is  practicable,  and  an  appro- 
priation has  been  made  by  the  State  of  Louisiana  to  improve  it  :  a 
cut-off  of  four  miles  at  Hampton's  plantation,  which  would  shorten 
the  actual  road  by  about  nine  miles  ;  it  is  not  practicable  now  for  carria- 
ges ;  the  expense  necessary  to  make  it  convenient,  without  being  an  ob- 
stacle to  the  draining  of  the  plantations,  would  be  great,  on  account 
both  of  the  elevation  to  which  the  causeway  should  be  raised  above  the 
low  natural  ground,  and  of  the  brick  arches,  which  would  become  in- 
dispensable to  afford  passage  to  the  filtrations  from  the  Mississippi. 

BERNARD,  Brig.  Gen. 

Member  of  the  Board  of  Internal  Improvement 

WILLIAM  TELL  POUSSIN. 

Capt.  Top,  Engineers,  Assistant  to  the  Board, 
Washington  City,  January  26th,  1828. 


SEYMOUR  DURST 


"t '  'Port  ntemu  ^Atnflerda™,  oj?  Je  Manhatarus 


FORT   NEW  AMSTERDAM. 


(NEW  YORK.),  1651. 


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